DE102011089321A1 - Brake control device - Google Patents

Abstract

A brake control device for a vehicle with a regenerative braking system comprises a pump, a first brake circuit connecting a master cylinder and a wheel cylinder, a second brake circuit, a lock valve, a third brake circuit, an influence valve, a fourth brake circuit which has a point on the side of the Wheel cylinder with respect to the inflow valve connects to the pump, a discharge valve, a reservoir, a liquid suction part into which the brake fluid flows, a shutoff valve, a check valve, a branch oil passage connected to the liquid suction part, a fifth brake circuit connected to the reservoir is connected, a stroke simulator valve that controls the amount of brake fluid flowing from the master cylinder into the reservoir, and a hydraulic pressure control unit. The hydraulic pressure control unit controls the brake fluid pressure by operating the valves and the pump in accordance with the regenerative operating state of the regenerative braking system.

Description

The present invention relates to a brake control device.

A known brake control device is described in the provisional example Japanese Patent Publication No. 2002-255018 (hereinafter referred to as " JP2002-255018 Indicated ").

In the known brake control device of JP2002-255018 For example, a brake fluid flowing from a master cylinder during execution of a regenerative brake cooperative control is sucked or absorbed in a stroke simulator to produce a pedal feel.

However, in the known brake control apparatus, there is a need for a further improvement of the pedal feeling in an embodiment of the regenerative brake cooperative control.

It is therefore an object of the present invention to provide a brake control apparatus that can improve the pedal feel in an embodiment of the regenerative brake cooperative control.

According to one aspect of the present invention, there is provided a brake control apparatus for a vehicle having a regenerative braking system, comprising: a pump provided in a brake circuit; a first brake circuit that connects a master cylinder that generates a brake fluid pressure to a brake operation of a driver with a wheel cylinder that is configured such that the brake fluid pressure acts on it; a second brake circuit connecting the first brake circuit to an outlet side of the pump; a check valve provided on the side of the master cylinder with respect to a connection point of the second brake circuit to the first brake circuit; a third brake circuit connecting a point on the side of the master cylinder with respect to the check valve to an inlet side of the pump on the first brake circuit; an influence valve provided on the side of the wheel cylinder with respect to the connection point of the second brake circuit to the first brake circuit; a fourth brake circuit connecting a point on the side of the wheel cylinder with respect to the influence valve to the inlet side of the pump on the first brake circuit; an outflow valve provided on the fourth brake circuit; a reservoir provided on the fourth brake circuit on the inlet side of the pump with respect to the outflow valve and connected to the third brake circuit; a Flüssigkeitsansaugteil, in which the brake fluid can flow; a shut-off valve provided between the master cylinder and the check valve on the first brake circuit; a check valve disposed in parallel with the shut-off valve and allowing only a flow of the brake fluid from the master cylinder; a branch oil passage branching from a point between the shut-off valve and the check valve and connected to the liquid suction part; a fifth brake circuit that extends from a point between the master cylinder and the shut-off valve to the first brake circuit branched and connected to the reservoir; a Hubsimulatorventil, which is provided on the fifth brake circuit and regulates the amount of flowing from the master cylinder in the reservoir brake fluid; and a hydraulic pressure control unit that controls the brake fluid pressure by operating the valves and the pump in accordance with a regenerative operation state of the regenerative brake system.

According to another aspect of the present invention, there is provided a brake control apparatus for a vehicle having a regenerative braking system, comprising: a pump provided in a brake circuit; a first brake circuit that connects a master cylinder that generates a brake fluid pressure to a brake operation of a driver with a wheel cylinder that is configured such that the brake fluid pressure acts on it; a second brake circuit connecting the first brake circuit to an outlet side of the pump; a check valve provided on the side of the master cylinder with respect to a connection point of the second brake circuit to the first brake circuit; a third brake circuit connecting a point on the side of the master cylinder with respect to the check valve to an inlet side of the pump on the first brake circuit; an influence valve provided on the side of the wheel cylinder with respect to the connection point of the second brake circuit to the first brake circuit; a fourth brake circuit connecting a point on the side of the wheel cylinder with respect to the influence valve to the inlet side of the pump on the first brake circuit; an outflow valve provided on the fourth brake circuit; a reservoir provided on the fourth brake circuit on the inlet side of the pump with respect to the outflow valve and connected to the third brake circuit; an accumulator into which the brake fluid can flow; a shut-off valve provided between the master cylinder and the check valve on the first brake circuit; a check valve disposed in parallel with the shut-off valve and allowing only a flow of the brake fluid from the master cylinder; a branch oil passage branched from a point between the shut-off valve and the check valve and connected to the accumulator; a fifth brake circuit branched from a point between the master cylinder and the shut-off valve on the first brake circuit and connected to the reservoir; a Hubsimulatorventil, which is provided on the fifth brake circuit and regulates the amount of flowing from the master cylinder in the reservoir brake fluid; a liquid suction part opening / closing valve provided at the branch oil passage; and a hydraulic pressure control unit that controls the brake fluid pressure by operating the valves and the pump in accordance with a regenerative operation state of the regenerative brake system; wherein, when the regenerative braking system is active, the brake fluid flowing from the master cylinder due to the driver's braking operation through a pumping operation of the pump through the fifth brake circuit, the stroke simulator valve, the liquid suction port opening / closing valve, the reservoir, the second brake circuit, the check valve , the first brake circuit and the branch oil passage are stored in the accumulator.

According to another aspect of the invention, there is provided a brake control apparatus for a vehicle having a regenerative braking system, comprising: a pump provided in a brake circuit; a first brake circuit that connects a master cylinder that generates a brake fluid pressure to a brake operation of a driver with a wheel cylinder that is configured such that the brake fluid pressure acts on it; a second brake circuit connecting the first brake circuit to an outlet side of the pump; a check valve provided on the side of the master cylinder with respect to a connection point of the second brake circuit to the first brake circuit; a third brake circuit connecting a point on the side of the master cylinder with respect to the check valve to an inlet side of the pump on the first brake circuit; an influence valve provided on the side of the wheel cylinder with respect to the connection point of the second brake circuit to the first brake circuit; a fourth brake circuit connecting a point on the side of the wheel cylinder with respect to the influence valve to the inlet side of the pump on the first brake circuit; an outflow valve provided on the fourth brake circuit; a reservoir provided on the fourth brake circuit on the inlet side of the pump with respect to the outflow valve and connected to the third brake circuit; a Flüssigkeitsansaugteil, in which the brake fluid can flow; a shut-off valve provided between the master cylinder and the check valve on the first brake circuit; a check valve disposed in parallel with the shut-off valve and allowing only a flow of the brake fluid from the master cylinder; a branch oil passage branching from a point between the shut-off valve and the check valve and connected to the liquid suction part; a fifth brake circuit branched from a point between the master cylinder and the shut-off valve on the first brake circuit and connected to the reservoir; a Hubsimulatorventil, which is provided on the fifth brake circuit and regulates the amount of flowing from the master cylinder in the reservoir brake fluid; a liquid suction part opening / closing valve provided at the branch oil passage; a first unit having a first housing in which the closing valve, the liquid suction part, the liquid suction part opening / closing valve and the stroke simulator valve are housed; and a second unit having a second housing in which the check valve, the pump, the inflow valve and the outflow valve are housed; wherein the first unit and the second unit communicate with each other at a point between the stroke simulator valve and the reservoir at the fifth brake circuit and also at a point between a connection point of the first brake circuit with the third brake circuit and a connection point of the first brake circuit with the branch oil passage at the first brake circuit are connected.

Other objects and features of the invention will become apparent from the following description with reference to the accompanying drawings.

1 FIG. 10 is a system block diagram showing a brake system in a vehicle including a brake control apparatus according to Embodiment 1. FIG.

2 FIG. 10 is a hydraulic diagram showing the brake control apparatus of Embodiment 1. FIG.

3 FIG. 11 is a hydraulic diagram showing the flow of the brake fluid when performing a normal brake operation. FIG.

4 FIG. 11 is a timing chart showing the braking forces in execution of the normal braking operation. FIG.

5 FIG. 15 is a hydraulic diagram showing the flow of the brake fluid in execution of a regenerative brake cooperative control (the regenerative brake cooperative control is executed from the beginning of braking).

6 FIG. 15 is a time chart showing the braking forces in execution of the regenerative brake cooperative control (the regenerative brake cooperative control is executed from the beginning of braking).

7 is a hydraulic diagram that shows the flow of brake fluid at a Execution of the regenerative brake cooperative control shows (at a brake change from a friction braking force to a regeneration braking force).

8th FIG. 10 is a time chart showing the braking forces in execution of the regenerative brake cooperative control (in the brake change from the friction braking force to the regeneration braking force). FIG.

9 FIG. 12 is a hydraulic diagram showing the flow of the brake fluid in execution of the regenerative brake cooperative control (in a brake change from a regeneration braking force to a friction braking force).

10 FIG. 12 is a time chart showing the braking forces in execution of the regenerative brake cooperative control (in the brake change from the regeneration braking force to the friction braking force). FIG.

11 FIG. 12 is a hydraulic diagram showing the flow of the brake fluid in execution of the regenerative brake cooperative control (upon further depression of a brake pedal). FIG.

12 FIG. 13 is a timing chart showing the braking forces in execution of the regenerative brake cooperative control (in the further depression of the brake pedal). FIG.

13 FIG. 15 is a hydraulic diagram showing the flow of the brake fluid in execution of the regenerative brake cooperative control (the regenerative brake cooperative control is executed from the beginning of braking, and the regeneration braking force is insufficient for a required braking force).

14 FIG. 15 is a time chart showing the braking forces in execution of the regenerative brake cooperative control (the regenerative brake cooperative control is executed from the beginning of braking, and the regeneration braking force is insufficient for a required braking force).

15 FIG. 12 is a hydraulic diagram showing the flow of the brake fluid in execution of a pressure reduction command from an ABS control.

16 FIG. 11 is a timing chart showing the braking forces in execution of the pressure decreasing command from the ABS control. FIG.

17 FIG. 11 is a hydraulic diagram showing the flow of the brake fluid upon execution of a pressure increase command from the ABS control. FIG.

18 Fig. 11 is a hydraulic diagram showing the flow of the brake fluid upon execution of a repressurization command from the ABS control.

19 FIG. 12 is a hydraulic diagram showing the flow of the brake fluid in execution of the pressure decreasing command from the ABS control (the reduction of the regeneration braking force is not enough to reduce the braking force).

20 Fig. 10 is a time chart showing the braking forces in execution of the pressure decreasing command of the ABS control (the reduction of the regenerative braking force is not enough to decrease the braking force).

21 Fig. 10 is a hydraulic diagram showing the flow of the brake fluid upon intervention of a brake assist control.

22 FIG. 11 is a timing chart showing braking forces upon intervention of a brake assist control. FIG.

23 FIG. 11 is a hydraulic diagram showing the flow of the brake fluid upon intervention of the brake assist control (regeneration braking force decreases). FIG.

24 FIG. 10 is a timing chart showing the braking forces upon intervention of the brake assist control (regeneration braking force decreases). FIG.

25 FIG. 12 is a hydraulic diagram showing the flow of the brake fluid upon intervention of the brake assist control (at a pressure decrease). FIG.

26 FIG. 11 is a timing chart showing the braking forces upon intervention of the brake assist control (in the pressure reduction). FIG.

27 FIG. 11 is a hydraulic diagram showing the flow of the brake fluid upon intervention of a drive stabilization control. FIG.

28 FIG. 11 is a timing chart showing the braking forces upon intervention of the travel stabilization control. FIG.

29 Fig. 10 is a hydraulic diagram showing the flow of the brake fluid upon intervention of the drive stabilization control (a fluid suction part is empty).

30 FIG. 11 is a time chart showing the braking forces upon intervention of the travel stabilization control (the liquid suction part is empty). FIG.

Hereinafter, various embodiments of the brake control apparatus of the invention will be described with reference to the drawings.

The embodiments described herein are configured to accomplish various purposes. This includes an improvement in pedal feel in an embodiment of the regenerative brake cooperative control. In addition, the embodiments improve the pressure increasing reaction of a wheel cylinder and enable cost reduction.

In the following, a system will be explained first.

1 FIG. 12 is a system block diagram showing a brake and a drive system in a vehicle including a brake control apparatus according to Embodiment 1. FIG. 2 FIG. 10 is a hydraulic diagram showing the brake control apparatus of Embodiment 1. FIG.

A hydraulic pressure control unit HU increases, decreases or maintains the hydraulic pressures of a front left wheel wheel cylinder W / C (FL), a rear right wheel wheel cylinder W / C (RR), a wheel cylinder W / C (FIG. FR) for a front right wheel FR and a wheel cylinder W / C (RL) for a rear left wheel RL on the basis of a friction braking force command from a brake control unit (a hydraulic pressure control unit or a hydraulic pressure control portion) BCU.

An electric motor / generator MG is a three-phase AC motor connected to rear drive shafts RDS (RL) and RDS (RR) for each of the rear left wheel RL and the rear right wheel RR via a differential gear DG. The electric motor / generator MG performs a power running operation or a regenerative operation, and provides a driving force or a regenerative braking force for the rear wheels RL or RR on the basis of a command from a motor control unit MCU.

An inverter INV converts the DC power of a battery BATT to an AC power, and supplies the power to the motor / generator MG based on a drive command from the motor control unit MCU, then performing the power running operation of the motor / generator MG. Further, the inverter INV converts the AC power generated in the motor / generator MG to a DC power, and charges the battery BATT based on a regeneration command from the motor control unit MCU, and then performs the regenerative operation of the electric motor / generator.

The motor control unit MCU gives the drive command to the inverter INV based on a drive force command from a drive controller 1 out. Further, the engine control unit MCU outputs the regeneration command to the inverter INV on the basis of a regeneration braking force command from the brake control unit (the hydraulic pressure control section) BCU.

The engine control unit MCU sends information on the state of output control of the driving force or the regenerative braking force by the electric motor / generator MG and at a maximum regenerative braking force that can be generated at that time via a communication line 2 to the brake control unit BCU and to the drive control device 1 , For example, the maximum regeneration braking force that can be generated is calculated from the battery state of charge, which includes a terminal voltage and a current value of the battery BATT, or one of a wheel speed sensor 3 estimated (estimated) travel speed is estimated. Furthermore, the steering characteristics of the vehicle are taken into account when cornering.

When the BATT battery is in a fully charged or almost fully charged state, overcharge must be prevented to protect the battery. And when the traveling speed is reduced by braking, the maximum regenerative braking force that can be generated by the motor / generator MG is reduced. And when the regenerative braking is performed during a high-speed running, the load of the inverter INV becomes high. Therefore, the maximum regeneration braking force is limited during high speed driving.

And because in the vehicle according to the embodiment 1, the regenerative braking force is applied to the rear wheels, at an excessive regeneration braking force relative to the friction braking force during cornering, namely, when the braking force of the rear wheels compared to that of the front wheels when cornering is too large Steering characteristics of the vehicle to a state of oversteer and the cornering behavior is disturbed. Thus, as the tendency to oversteer increases, the maximum regeneration braking force should be limited and should assign the braking force to the front and rear wheels during cornering to an ideal assignment (eg, front: rear = 6: 4) according to FIGS Specifications of the vehicle are approximated.

A regenerative braking system for generating the regeneration braking force on the wheels (the rear left wheel RL and the rear right wheel RR) is constituted by the motor / generator MG, the inverter INV, the battery BATT and the motor control unit MCU.

The drive control device 1 receives an accelerator pedal opening from an accelerator pedal opening sensor 4 by the wheel speed sensor 3 calculated travel speed, battery state of charge, etc. either directly or via the communication line 2 ,

The drive control device 1 executes an operation control of an engine ENG, an operation control of an automatic transmission (not shown), and an operation control of the electric motor / generator MG by means of the drive force command for the engine control unit MCU on the basis of information from each sensor.

The brake control unit BCU receives a brake fluid pressure from a first pressure sensor 5 a brake pedal stroke amount from a brake pedal stroke sensor (a brake operation state detection portion) 6 , a steering angle of a steering angle sensor 7 , a wheel speed from the wheel speed sensor 3 , a yaw rate from a yaw rate sensor 8th , a brake fluid pressure from a second pressure sensor 9 , the battery state of charge, etc. either directly or via the communication line 2 , The first pressure sensor 5 detects the brake fluid pressure at a point on a pipe 11 located on the side of a master cylinder M / C with respect to a connection point of the pipe 11 with a pipe 35 is arranged so that the first pressure sensor 5 So recorded a master cylinder pressure. The second pressure sensor 9 detects a pressure of a pipe 31 so that so the second pressure sensor 9 detects the output pressure of a pump P.

The brake control unit BCU calculates the braking force (for each wheel) required for braking the vehicle on the basis of information from each sensor, divides the required braking force on the regeneration braking force and the friction braking force, and then performs an operation control of the hydraulic pressure control unit HU according to the friction braking force command from the brake control unit BCU and an operation control of the electric motor / generator MG according to the regeneration braking force command to the engine control unit MCU.

In Embodiment 1, in the regenerative brake cooperative control, the regeneration braking force is preferable to the friction braking force. As long as the required braking force can be covered by the regeneration braking force, the range of the regenerative braking is extended to the maximum (the maximum regeneration braking force) and the friction braking force is not used. In particular, when a drive pattern having repeated accelerations and decelerations is used, regeneration of the energy by the regenerative braking is realized up to a lower speed range, thereby increasing the energy recovery efficiency.

And when the regenerative braking force is limited due to the decrease or increase of the travel speed, etc., during the regenerative braking, the brake control unit BCU reduces the regeneration braking force and correspondingly increases the friction braking force by the reduction amount of the regeneration braking force to ensure the braking force required for braking the vehicle.

Hereinafter, an operation that reduces the regeneration braking force and increases the friction braking force, which is referred to as "brake change (or brake switching) from the regeneration braking force to the friction braking force" will be described. An operation that reduces the friction braking force and increases the regeneration braking force is referred to as "brake change (or brake shift) from the friction braking force to the regeneration braking force".

The brake control unit BCU directly increases the wheel cylinder pressure using the hydraulic pressure generated by the brake operation of a driver (ie, the BCU performs a normal brake operation), the brake control unit BCU additionally performs a control that increases the wheel cylinder pressure using the output pressure of a pump P or reduced. With this wheel cylinder pressure control, an ABS (Anti-lock Braking System) control can be achieved. In addition, an automatic brake control can also be achieved, which automatically increases / decreases the wheel cylinder pressure based on the braking force required for various vehicle controls.

The ABS control is a controller that, when a tendency toward wheel lock is detected during a driver's brake operation, repeats the pressure reduction, pressure holding, and pressure increase of the wheel cylinder pressure for that wheel to generate a maximum braking force and at the same time jamming of the wheel.

Furthermore, the automatic brake control comprises a travel stabilization control, the then, when a stronger tendency for a deflection or a stronger tendency to deflection during cornering is detected, ensures a stabilization of the driving behavior by controlling the wheel cylinder pressure for a certain wheel. Further, the automatic brake control includes a brake assist control according to which a pressure higher than the pressure actually generated in the master cylinder M / C is generated at the wheel cylinder W / C in a brake operation of a driver, and a control for automatically generating the brake force in accordance with FIG by a cruise control predetermined relationship (eg, driving speed, distance) with a driving in front of the vehicle other vehicle.

The brake control unit BCU includes an ABS control section that performs the ABS control, and a travel stabilization control section that performs the drive stabilization control.

Hereinafter, the hydraulic circuit of the hydraulic pressure control unit HU will be explained with reference to FIG 2 described.

The hydraulic pressure control unit HU in the embodiment 1 has a so-called X-pipe arrangement (X-pipe system) formed by two pipes, namely, a P-pipe and an S-pipe. In 2 the letter "P" or "S" is appended to the reference numbers to indicate each of the "P-pipe (P-pipe)" or the "S-pipe (S-pipe)". FL, RR, FR and RL indicate the front left wheel, the rear right wheel, the front right wheel and the rear left wheel, respectively. When the following description refers to both the "P-pipe system" and the "S-pipe system", the details "P" and "S" and FL, RR, FR and RL may be omitted.

The hydraulic pressure control unit HU in Embodiment 1 uses a closed hydraulic circuit. The closed hydraulic circuit is a hydraulic circuit in which a brake fluid supplied to the wheel cylinder W / C is returned to a reservoir tank RSV via the master cylinder M / C.

A brake pedal BP is connected to the master cylinder M / C via an input rod IR. The input rod IR is provided with an electrical amplifier EBB which amplifies an input of the input rod IR. The electric booster EBB generates a brake pressure in the master cylinder M / C by moving a booster rod (not shown) arranged in parallel with the input rod IR by means of an electric motor in accordance with a lift amount of the input rod IR.

The P-conduit is connected to the wheel cylinder W / C (FL) of the left front wheel (FL) and to the wheel cylinder W / C (RR) of the right rear wheel (RR). The S-pipe is connected to the wheel cylinder W / C (FR) of the right front wheel (FR) and to the wheel cylinder W / C (RL) of the left rear wheel (RL). As in 2 As shown, a pump PP is provided in the P-conduit, and a pump PS is provided in the S-conduit. The pump PP and the pump PS are, for example, a piston pump or a gear pump, etc. These pumps PP and PS are driven by an electric motor M, set from an inlet portion 10a pressurized brake fluid and deliver the brake fluid to an outlet section 10b out.

The master cylinder M / C and the outlet section 10b the pump P are above pipes 11 and 31 connected with each other. On the pipe 11 is a check valve 12 which is a normally open, proportional electromagnetic valve. The normally open valve is fully opened when no current is applied and is operated in a valve closing direction when a current is applied. Furthermore, on the pipe 11 a pipe 32 provided that the check valve 12 bypasses.

On the pipe 32 is a check valve 13 intended. The check valve 13 allows a flow of the brake fluid in a direction from the master cylinder M / C to the wheel cylinder W / C, and inhibits a flow of the brake fluid in the reverse direction.

The pipe 31 is a second brake circuit, the one explained below, the first brake circuit (tubes 11 and 18 ) with the outlet section 10b the pump P connects. On the pipe 31 is a check valve 20 intended. The check valve 20 allows a flow of the brake fluid in a direction from the pump P to a solenoid input valve 19 and inhibits a flow of the brake fluid in the reverse direction.

On the pipe 11 is a shut-off valve 14 , which is a normally open, proportional electromagnetic valve, between the master cylinder M / C and the check valve 12 intended. Furthermore, on the pipe 11 a pipe 33 provided that the shut-off valve 14 bypasses.

On the pipe 33 is a check valve 34 intended. The check valve 34 allows a flow of the brake fluid in a direction from the master cylinder M / C to the wheel cylinder W / C and stops a flow of brake fluid in the reverse direction.

A pipe (branch oil passage) 16 is on the pipe 11 provided and branches from a point between the closing valve 14 and the check valve 12 , The pipe 16 is with a Flüssigkeitsansaugteil 15 connected. The liquid intake part 15 is an accumulator having, for example, a gas spring and can store a brake fluid under high pressure.

On the pipe 16 is a liquid suction part opening / closing valve 17 provided, which is a normally closed electromagnetic valve. The normally closed valve is fully closed when no current is applied, and is operated in the valve opening direction when a current is applied. Furthermore, on the pipe 16 a pipe 37 provided, which is the Flüssigkeitsansaugteil opening / closing valve 17 bypasses.

On the pipe 37 is a check valve 27 intended. The check valve 27 allows a flow of the brake fluid in a direction of the Flüssigkeitsansaugteil 15 to the pipe 11 and inhibits a flow of the brake fluid in the reverse direction.

The outlet section 10b the pump P and the wheel cylinder W / C are above the pipe 18 connected with each other. On the pipe 18 is a solenoid input valve (influence valve) 19 , which is a normally open, proportional electromagnetic valve, provided for each wheel cylinder W / C.

On the pipe 18 is a pipe 21 provided that the solenoid input valve 19 bypasses. On this pipe 21 is a check valve 22 intended. The check valve 22 allows a flow of the brake fluid in a direction from the wheel cylinder W / C to the pump P, and inhibits a flow of the brake fluid in the reverse direction.

The pipe 18 is with the connection point between the pipes 11 and 31 connected, wherein the second pressure sensor 9 is provided at this connection point.

The pipes 11 and 18 form the first brake circuit. The first brake circuit connects the master cylinder M / C, which generates the brake fluid pressure in a driver's brake operation, to the wheel cylinder W / C, which is configured so that the brake fluid pressure acts on it.

A point between the master cylinder M / C and the shut-off valve 14 at the first brake circuit and a reservoir 23 are over a pipe 35 connected with each other. The pipe 35 is a fifth brake circuit from the point between the master cylinder M / C and the shut-off valve 14 Branched at the first brake circuit and with the reservoir 23 connected is.

On the pipe 35 is a stroke simulator valve 36 provided, which is a normally closed, proportional electromagnetic valve, which is the amount of the master cylinder M / C in the reservoir 23 flowing brake fluid regulates.

The wheel cylinder W / C and the reservoir 23 are over a pipe 24 connected. On the pipe 24 is a solenoid output valve (an outflow valve) 25 provided, which is a normally closed, proportional electromagnetic valve.

The master cylinder M / C and the reservoir 23 are over a pipe 26 connected. The pipe 26 is a third brake circuit connected to the first brake circuit (the pipes 11 . 18 ) and a point on the side of the master cylinder M / C with respect to the check valve 12 with an inlet side (a pipe 30 ) of the pump P connects.

The reservoir 23 and the inlet section 10a the pump P are over the pipe 30 connected.

The pipes 24 and 30 form a fourth brake circuit. The fourth brake circuit is located on the first brake circuit (the pipes 11 . 18 ) and connects a point on the side of the wheel cylinder W / C with respect to the solenoid input valve 19 with the inlet section 10a the pump P.

The reservoir 23 has a piston 23a and a gas spring (a spring member) 23b on that against the piston 23a suppressed. Furthermore, the reservoir 23 with a pressure responsive check valve (a control valve or control valve) 28 on the pipe 26 Mistake.

The check valve 28 includes a seat part 28a and a valve body 28b that fix with the piston 23a connected is. The seat part 28a is at an inlet part 23c of the reservoir 23 formed, and the valve body 28b sits on the seat part 28a on. When a predetermined amount of the brake fluid in the reservoir 23 is stored or if the pressure in the pipe 26 exceeds a predetermined value, the valve body sits 28b on the seat part 28a on and closes the valve, with the check valve 28 then an inflow of brake fluid into the reservoir 23 in derogation. By this valve operation, the application of a high pressure at the inlet portion 10a prevents the pump P.

When the pump P is operated and the pressure in the pipe 30 becomes low, the valve body becomes 28b from the seat part 28a separated so that the valve is independent of the pressure in the pipe 26 opens. The check valve 28 then allows an inflow of brake fluid into the reservoir 23 ,

The brake control unit BCU actuates the check valve 12 , the graduation valve 14 , the liquid suction part opening / closing valve 17 , the solenoid input valve 19 , the solenoid output valve 25 , the stroke simulator valve 36 and the pump P in accordance with a regeneration operation state of the regenerative braking system (motor / generator MG, inverter INV and battery BATT) and then controls the brake fluid pressure (the hydraulic pressure).

The hydraulic pressure control unit HU comprises a first unit 39 and a second unit 40 , The first unit 39 includes the shut-off valve 14 , the liquid intake part 15 , the liquid suction part opening / closing valve 17 and the stroke simulator valve 36 in a first case 41 are housed. The second unit 40 includes the check valve 12 , the pump P, the solenoid input valve 19 and the solenoid output valve 25 in a second housing 42 are housed.

The first unit 39 and the second unit 40 are at a point between the stroke simulator valve 36 and the reservoir 23 on the pipe 35 and further at a point between a connection point of the pipe 11 with the pipe 26 and a connection point of the pipe 11 with the pipe 16 on the pipe 11 connected with each other.

The following describes the operation. Incidentally, the operations of the valves and the pump P in the hydraulic pressure control unit HU and their influence on various scenarios will be explained with reference to a hydraulic diagram showing the flow of the brake fluid and with reference to a timing chart showing the braking forces. The flow of brake fluid is represented by a thick line and an arrow in each hydraulic diagram. The hydraulic diagrams show only the P-line system. The valves and pump P in the S-line system are operated in the same manner as in the P-line system except when the cylinder pressure is increased / decreased for only a single wheel cylinder.

If, during normal braking operation (normal braking), no regenerative brake cooperative control of the regenerative braking system and no automatic brake control such as ABS control or cruise control engage to be engaged by the first pressure sensor 5 detected master cylinder pressure and by the second pressure sensor 9 compensate for detected wheel cylinder pressure, the valves and the pump P are not operated (no current is applied to the same). It will be like in 3 For example, the brake fluid flowing in the hydraulic pressure control unit HU from the master cylinder M / C in accordance with the brake operation of a driver is shown through the tubes 11 and 18 supplied to the wheel cylinder W / C, whereby the wheel cylinder pressure is increased. The required braking force is thus ensured only by the friction braking force ( 4 ).

During the regenerative brake cooperative control, the stroke simulator valve becomes 36 and the shut-off valve 14 used, so the relationship between by the brake pedal stroke sensor 6 detected brake pedal stroke size (brake operation amount), by the first pressure sensor 5 detected master cylinder pressure and a drive deceleration is always kept at a constant or specific relationship (a brake pedal characteristic for the normal braking).

Unnecessary brake fluid on the side of the wheel cylinder W / C corresponding to a magnitude of the regenerative braking force converted to a hydraulic pressure is removed from the reservoir by the pump P 23 pumped up and then in the Flüssigkeitsansaugteil 15 saved.

• (a) Im Folgenden wird eine vom Beginn des Bremsens an ausgeführte regenerative Bremskooperationssteuerung beschrieben (die Regenerationsbremskraft wird vom Beginn des Bremsens an erzeugt) (erforderliche Bremskraft < maximale Regenerationsbremskraft).

As the regeneration braking force decreases, the wheel cylinder pressure becomes lower using the in-liquid suction portion 15 stored brake fluid increases.

• (a) Next, a regenerative brake cooperative control performed from the beginning of braking (regeneration braking force generated from the beginning of braking) will be described (required braking force <maximum regeneration braking force).

When a regenerative brake cooperative control is executed from the beginning of braking as soon as the driver starts depressing the brake pedal BP, the shut-off valve becomes 14 , the liquid suction part opening / closing valve 17 , the solenoid input valve 19 , the stroke simulator valve 36 and the pump P from the normal braking state of 3 pressed out. By like in 5 shown the shut-off valve 14 and the solenoid input valve 19 be closed and the Hubsimulatorventil 36 is opened, the brake fluid flowing from the master cylinder M / C flows into the reservoir 23 , The one in the reservoir 23 stored brake fluid is pumped up by the pump P and to the Flüssigkeitsansaugteil 15 output. Thereby, the generation of a friction braking force can be prevented, so that the required braking force only by the Regeneration braking force is generated, whereby the energy recovery efficiency can be increased ( 6 ).

• (b) Im Folgenden wird ein Bremswechsel von der Reibungsbremskraft zu der Regenerationsbremskraft beschrieben.

During this operation, the stroke simulator valve 36 , the graduation valve 14 and the pump P is operated to obtain a target master cylinder pressure. The target master cylinder pressure is determined on the basis of the first pressure sensor 5 detected master cylinder pressure and on the basis of the brake pedal stroke sensor 6 detected brake pedal stroke size set such that a brake pedal characteristic can be obtained, which corresponds to that for a normal braking. This allows a good pedal feel to be achieved as during normal braking. The brake pedal characteristic can also only by a proportional control of Hubsimulatorventils 36 be generated while the proportional control of the discharge valve 14 is performed so that the brake fluid does not return to the side of the master cylinder M / C.

• (b) Next, a brake change from the friction braking force to the regeneration braking force will be described.

When the regenerative brake cooperative control (regenerative braking) is permitted from a state such as a high-speed running or cornering in which the regenerative brake cooperative control is prohibited, only the friction braking force is generated, the shut-off valve becomes 14 , the liquid suction part opening / closing valve 17 , the solenoid input valve 19 , the solenoid output valve 25 and the pump P is operated from the normal braking state.

• (c) Im Folgenden wird der Bremswechsel von der Regenerationsbremskraft zu der Reibungsbremskraft beschrieben.

By the solenoid output valve 25 as in 7 shown opened by the proportional control, the brake fluid of the wheel cylinder W / C flows to the reservoir 23 , The in the reservoir 23 flowing brake fluid is pumped up by the pump P and to the Flüssigkeitsansaugteil 15 output. In this way, the brake change from the friction braking force to the regeneration braking force can be achieved while maintaining a good pedal feeling corresponding to the brake pedal characteristic for normal braking. Thereby, the energy recovery efficiency can be increased (time period from t1 to t2 in FIG 8th ).

• (c) Hereinafter, the brake change from the regeneration braking force to the friction braking force will be described.

When the regenerative brake cooperative control is prohibited by a condition of the travel speed, etc., during the execution of the regenerative brake cooperative control, the liquid suction port open / close valve becomes 17 and the stroke simulator valve 36 out of state (a) not operated. Furthermore, a proportional control of the solenoid input valve 19 performed so that the friction braking force of the reduction of the regenerative braking force increases or increases accordingly. The pump P is made taking into consideration the storage of the brake fluid in the reservoir 23 operated.

• (d) Im Folgenden wird ein weiteres Niederdrücken des Bremspedals während der Ausführung der regenerativen Bremskooperationssteuerung beschrieben.

By opening the solenoid input valve 19 due to the proportional control as in 9 shown in the Flüssigkeitsansaugteil 15 stored brake fluid can be supplied to the wheel cylinder W / C, wherein the required braking force can be ensured by the brake change from the regeneration braking force to the friction braking force (time period from t1 to t2 in 10 ). And because in the liquid intake part 15 stored brake fluid has a high pressure, the Flüssigkeitsansaugteil works 15 as a high-pressure accumulator, so that the friction braking force increases immediately. Normally, the reaction of the friction braking force is small compared to the regeneration braking force. As mentioned above, the Flüssigkeitsansaugteil serves 15 however, as a high-pressure accumulator, whereby a lack of braking force at a brake change from the regeneration braking force to the friction braking force is prevented.

• (d) Next, another depression of the brake pedal during the execution of the regenerative brake cooperative control will be described.

• (e) Im Folgenden wird eine vom Beginn des Bremsens an ausgeführte regenerative Bremskooperationssteuerung beschrieben (die Regenerationsbremskraft wird vom Beginn des Bremsens an erzeugt) (erforderliche Bremskraft > maximale Regenerationsbremskraft).

When the driver further depresses the brake pedal BP during execution of the regenerative brake cooperative control, the same operation as in (a) is executed until the regeneration braking force reaches the maximum regeneration braking force. When the regeneration braking force reaches the maximum regeneration braking force, a proportional control of the solenoid input valve becomes 19 executed in accordance with the size of the further depression of the brake pedal BP. If the regeneration braking force is insufficient for the required braking force, control of the solenoid input valve may be used 19 with a proportional control as in 11 shown, the wheel cylinder pressure using in the Flüssigkeitsansaugteil 15 stored brake fluid can be increased. Thereby, the friction braking force can be increased in response to further depression of the brake pedal BP, so that the required braking force can be ensured (time period from t1 to t2 in FIG 12 ).

• (e) In the following, a regenerative brake cooperative control performed from the beginning of braking (the regeneration braking force is generated from the beginning of braking) (required braking force> maximum regeneration braking force) will be described.

When the regenerative brake cooperative control is executed from the beginning of braking and the required braking force can not be obtained only by the regeneration braking force, the shut-off valve becomes 14 closed, the Flüssigkeitsansaugteil opening / closing valve 17 and the stroke simulator valve 36 opened, a proportional control of the solenoid input valve 19 executed and the pump P is operated from the normal braking state out. The solenoid input valve 19 is controlled with a proportional control to generate the friction braking force covering the shortage of the regenerative braking force. It can be like in 13 shown, a brake fluid, which is required for a compensation of the lack of the regeneration braking force of the master cylinder M / C flowing brake fluid, are supplied to the wheel cylinder W / C and can the rest of the brake fluid in the Flüssigkeitsansaugteil 15 get saved. The lack of regeneration braking force for the required braking force can thus be compensated by the friction braking force ( 14 ).

Hereinafter, an ABS control during execution of the regenerative brake cooperative control will be described.

• (f) Im folgenden wird die ABS-Steuerung (für den Fall, dass nur die Regenerationsbremskraft vermindert wird) beschrieben.

One from the reservoir 23 Excess brake fluid flowing due to a braking force reduction command (pressure decreasing command) of the ABS control is pumped up by the pump P and in the liquid suction part 15 saved. By using this brake fluid at the next pressure increasing command, the amount of brake fluid returning to an upstream side (master cylinder M / C side) during pressure reduction is reduced, thereby reducing a pedal kickback.

• (f) In the following, the ABS control (in the case where only the regeneration braking force is reduced) will be described.

• (g) Im Folgenden wird eine Druckerhöhung nach der ABS-Druckverminderung beschrieben.

When the ABS control pressure decreasing command is issued and a corresponding pressure reduction can be achieved only by decreasing the regeneration braking force for the pressure decreasing command, out of state (e) becomes the stroke simulator valve 36 closed by the proportional control and become the solenoid input valve 19 and the liquid suction part opening / closing valve 17 closed. Through this operation, as in 15 shown flowing out of the brake fluid from the master cylinder M / C to the hydraulic pressure control unit HU and an increase / decrease of the wheel cylinder pressure can be suppressed. Thus, when the pressure decreasing command is issued from the ABS control, reduction of the braking force can be realized only by reducing the regeneration braking force (time period from t1 to t2 in FIG 16 ). In this case, the Flüssigkeitsansaugteil 15 and the pipes between the liquid suction part 15 and the solenoid input valve 19 kept in the high pressure state.

• (g) A pressure increase after ABS pressure reduction will be described below.

When in the period between the time t3 and the time t4 of 16 the pressure increasing command after the pressure decreasing command is outputted from the ABS control becomes the solenoid input valve 19 opened by a proportional control in accordance with the pressure increase command. Through this operation, as in 17 shown a part of the high pressure in the Flüssigkeitsansaugteil 15 stored brake fluid from the pipe 37 bypassing the liquid suction member opening / closing valve 17 over the pipes 11 and 18 supplied to the wheel cylinder W / C, so that the wheel cylinder pressure can be increased.

In the brake control apparatus of the prior art, when a pressure reduction is given by the ABS controller, the brake fluid flowing out of the wheel cylinder is stored in the reservoir. Then, when changing to a pressure increase command, the brake fluid stored in the reservoir is pumped up by the pump, and the wheel cylinder pressure is increased. The increase in the wheel cylinder pressure depends on the capacity of the pump. Thus, a delay in the pressure increase may occur until the wheel cylinder pressure is actually increased or increased in response to the pressure increase command.

• (h) Im Folgenden wird eine erneute Druckverminderung in der ABS-Steuerung beschrieben.

In contrast, in the control according to the invention, after a pressure increase predetermined by the ABS control, the one having a high pressure in the liquid suction part 15 stored brake fluid to the wheel cylinder W / C are supplied. The pressure of the wheel cylinder W / C can therefore be increased directly and independently of the pump capacity.

• (h) Next, a new pressure reduction in the ABS control will be described.

When in the time period from the time t4 to the time t5 of 16 the pressure reduction command of the ABS control is reissued becomes the solenoid input valve 19 closed by the proportional control and become the solenoid output valve 25 and the liquid suction part opening / closing valve 17 open. As a result, as in 18 shown the wheel cylinder pressure can be reduced, with the from the wheel cylinder W / C to the reservoir 23 flowing brake fluid in the Flüssigkeitsansaugteil 15 is stored without returning to the master cylinder M / C side.

• (i) Im Folgenden wird das Eingreifen der ABS-Steuerung beschrieben (für den Fall, dass die Reibungsbremskraft vermindert wird).

When an electric booster EBB is used, the reaction of an actuator with respect to the return of the brake fluid is small as compared with a negative pressure booster. Therefore, when the high-pressure brake fluid is returned to the pressure-decreasing command from the ABS control from the wheel cylinder W / C to the master cylinder M / C, there is a risk that the master cylinder will be damaged. Therefore, in the operation, the brake fluid is not returned to the master cylinder M / C to protect the master cylinder M / C.

• (i) In the following, the intervention of the ABS control will be described (in the case where the friction braking force is decreased).

When the pressure reduction command is issued upon engagement of the ABS control during the execution of the regenerative brake cooperative control and the pressure reduction is insufficient only by a reduction of the regeneration braking force (the pressure reduction can not be achieved only by a reduction of the regeneration braking force) and thus also the friction braking force is reduced must be from the state of (e) out the Hubsimulatorventil 36 and the solenoid input valve 19 closed by the proportional control and becomes the solenoid output valve 25 open. As a result, as in 19 show the brake fluid flowing out of the wheel cylinder W / C in the liquid suction part 15 can be stored and the outflow of the brake fluid from the master cylinder M / C can be limited to the wheel cylinder W / C. Thus, a reduction in the pressure of the wheel cylinder W / C in accordance with the ABS control can be realized by reducing both the regeneration braking force and the friction braking force (time period from t1 to t2 in FIG 20 ).

The following describes the intervention of the brake assist control during execution of the regenerative brake cooperative control.

• (j) Im Folgenden wird ein Fall beschrieben, in dem die Regenerationsbremskraft nicht vermindert wird.

The brake fluid is removed by the pump P from the pipe 26 pumped up, wherein a control of the master cylinder pressure and the wheel cylinder pressure through the check valve 12 is executed (brake assist control section).

• (j) The following describes a case where the regeneration braking force is not decreased.

• (k) Im Folgenden wird ein Fall beschrieben, in dem die Regenerationsbremskraft vermindert wird.

When the brake assist control engages during the execution of the regenerative brake cooperative control and the regeneration braking force does not decrease, the state of (a) becomes the check valve 12 closed by the proportional control and becomes the proportional control of the solenoid input valve 19 executed in accordance with a pressure increase command from the brake assist control. This will as in 21 shown in the Flüssigkeitsansaugteil 15 stored brake fluid supplied to the wheel cylinder W / C. Therefore, the pressure of the wheel cylinder W / C can be directly controlled by using the high pressure in the liquid suction part 15 stored brake fluid can be increased (time period from t1 to t2 in 22 ).

• (k) A case will be described below in which the regeneration braking force is reduced.

• (l) Im Folgenden wird eine Druckverminderung während der Ausführung der Bremsunterstützungssteuerung beschrieben.

When the brake assist control engages during the execution of the regenerative brake cooperative control and the regeneration braking force decreases, the same operation as in (j) is carried out as long as brake fluid is in the fluid suction part 15 is stored. Then, when the liquid intake 15 is empty, the solenoid input valve 19 opens and becomes the stroke simulator valve 36 closed. This will as in 23 For example, the brake fluid in the master cylinder M / C is shown by the pump P through the pipe 33 bypassing the terminating valve 14 pumped up to supply the brake fluid to the wheel cylinder W / C (time period from t1 to t2 in FIG 24 ).

• (l) Hereinafter, a pressure reduction during the execution of the brake assist control will be described.

When only the wheel cylinder pressure of a certain wheel is decreased by the engagement of the ABS control during execution of the brake assist control, etc., the solenoid input valve becomes 19 for the particular wheel (for example, the front left wheel FL) to be depressurized, the solenoid output valve becomes closed 25 opens and becomes the Flüssigkeitsansaugteil opening / closing valve 17 open. Furthermore, the proportional control of the check valve 12 executed. By the solenoid input valve 19 of the not to be controlled Rads is opened and the proportional control of the check valve 12 is executed, the wheel cylinder pressure is controlled. It flows like in 25 shown the brake fluid through the solenoid output valve 25 for the front left wheel FL to the reservoir 23 then the wheel cylinder pressure can be reduced (time period from t1 to t2 in FIG 26 ). It is thus possible to reduce only the wheel cylinder pressure of the particular wheel during execution of the brake assist control. Because while the detection value of the first pressure sensor 5 during the brake assist control is smaller than the detection value of the second pressure sensor 9 is (detection value of the first pressure sensor 5 <Detection value of the second pressure sensor 9 ), is an excess of brake fluid due to the pressure reduction from the reservoir 23 flows and is pumped up by the pump P, in the Flüssigkeitsansaugteil 15 saved.

• (m) Im Folgenden wird ein Fall beschrieben, in dem die in dem Flüssigkeitsansaufteil 15 gespeicherte Bremsflüssigkeit für die Erhöhung der Reibungsbremskraft ausreicht.

The following describes the intervention of the drive stabilization control during execution of the regenerative brake cooperative control.

• (m) Hereinafter, a case will be described in which those in the liquid delivery part 15 stored brake fluid is sufficient for increasing the friction braking force.

• (n) Im Folgenden wird ein Fall beschrieben, in dem die in dem Flüssigkeitsansaugteil 15 gespeicherte Bremsflüssigkeit nicht für die Erhöhung der Reibungsbremskraft ausreicht.

When the engagement of the travel stabilization control takes place during the execution of the regenerative brake cooperative control and that in the liquid aspiration part 15 stored brake fluid is sufficient for increasing the friction braking force, the solenoid input valve 19 of a certain wheel for which an increase in pressure is to be controlled by the proportional control in accordance with a pressure increasing command from the drive stabilization control and becomes the check valve 12 closed by the proportional control. In contrast, the solenoid input valve 19 an uncontrollable wheel is closed and the wheel cylinder pressure is maintained. As a result, as in 27 shown in the Flüssigkeitsansaugteil 15 stored brake fluid can be supplied to the wheel cylinder W / C and the wheel cylinder pressure of the wheel to be controlled using the high pressure in the Flüssigkeitsansaugteil 15 stored brake fluid can be increased directly (time period t1 to t2 in 28 ).

• (n) Hereinafter, a case will be described in which the liquid in the suction 15 stored brake fluid is not sufficient for increasing the friction braking force.

When the engagement of the travel stabilization control takes place during the execution of the regenerative brake cooperative control and that in the liquid aspiration part 15 stored brake fluid is not sufficient for the increase of the friction braking force, the same operation as in (m) is carried out as long as brake fluid in the Flüssigkeitsansaugteil 15 is stored (time period t1 to t2 in 30 ). Then, when the liquid intake 15 is empty, the Flüssigkeitsansaugteil opening / closing valve 17 closed and becomes the check valve 12 closed by the proportional control. Through this operation can be like in 29 the wheel cylinder pressure of the particular wheel to be controlled is increased by the brake fluid flowing from the master cylinder M / C to the hydraulic pressure control unit HU (time period from t2 to t3 in FIG 30 ).

The following describes the operation logic of the closing valve, the liquid suction member opening / closing valve and the check valve.

• (a) Sensor 1 = Sensor 2 < Federreaktionskraft

In the foregoing, the operations of the valves and the pump P in the hydraulic pressure control unit HU for each scenario have been explained with the operations of the shut-off valve 14 , the liquid suction part opening / closing valve 17 and the check valve 12 from the relationship between that through the first pressure sensor 5 detected liquid pressure (sensor 1), by the second pressure sensor 9 detected liquid pressure (sensor 2) and a spring reaction force of the Flüssigkeitsansaugteils 15 be determined.

• (a) Sensor 1 = Sensor 2 <Spring reaction force

• (b) Federreaktionskraft < Sensor 1 = Sensor 2

Because normal braking is performed in this case, the shut-off valve becomes 14 , the liquid suction part opening / closing valve 17 and the check valve 12 all not activated (ie no power applied to it).

• (b) Spring reaction force <Sensor 1 = Sensor 2

• (c) Federreaktionskraft < Sensor 1 < Sensor 2

Because normal braking is performed in this case, the shut-off valve becomes 14 , the liquid suction part opening / closing valve 17 and the check valve 12 all not activated (ie no power applied to it).

• (c) Spring reaction force <Sensor 1 <Sensor 2

• (d) Sensor 1 < Federreaktionskraft < Sensor 2

When the sensor 1 is greater than the spring reaction force and also the sensor 2 is greater than the spring reaction force, the wheel cylinder pressure by the Pumping up increases while the brake pedal BP is depressed, leaving the shut-off valve 14 and the liquid suction part opening / closing valve 17 not be actuated and the check valve 12 is pressed.

• (d) Sensor 1 <Spring reaction force <Sensor 2

• (e) Sensor 1 < Federreaktionskraft = Sensor 2

When the spring reaction force is greater than the sensor 1 and the sensor 2 is greater than the spring reaction force, the wheel cylinder pressure is increased by the pump-up while the brake pedal BP is not depressed, so that the shut-off valve 14 , the liquid suction part opening / closing valve 17 and the check valve 12 all are operated.

• (e) Sensor 1 <Spring reaction force = Sensor 2

When the spring reaction force is larger than the sensor 1 and the spring reaction force has the same value as the sensor 2, the wheel cylinder pressure becomes through the liquid suction part 15 increased, so the shut-off valve 14 and the liquid suction part opening / closing valve 17 be actuated and the check valve 12 not operated.

Because while in the brake circuit the pipe 33 parallel to the shut-off valve 14 is provided and the check valve 34 , which allows only a flow of the brake fluid from the master cylinder M / C, to the pipe 33 is provided, the relationship Sensor 1> Sensor 2 is not established.

Hereinafter, a method for determining the function of the liquid suction member will be described.

In the hydraulic pressure control unit HU according to Embodiment 1, when the brake pedal BP is not depressed, the opening of the stroke simulator valve becomes 36 and the liquid suction part opening / closing valve 17 closing the shut-off valve 14 and the solenoid input valve 19 and the operation of the pump P for a certain period of time determines whether the liquid suction part 15 works normally or not. Because the pressure in the liquid intake part 15 stored brake fluid from the rotational speed and the operating time of the pump P driving electric motor M can be estimated, the estimated value and by the second pressure sensor 9 detected brake fluid pressure compared. If the two values are different, it can be determined that the liquid intake part 15 not working normally. So it may be a faulty operation of the Flüssigkeitsansaugteils 15 be recorded.

In the following, the influence on the improvement of the pedal feeling is described.

In the brake control device of JP2002-255018 For example, the stroke simulator is provided in a brake circuit, and during the automatic brake or the regenerative brake cooperative control, the brake fluid flowing out of the master cylinder is sucked or absorbed into the stroke simulator to produce a pedal feel.

However, when in the brake control device of JP2002-255018 the brake pedal is further depressed by the driver in a state in which brake fluid is stored in the stroke simulator and the master cylinder pressure is higher than the pressure of the brake fluid stored in the stroke simulator, the brake fluid can not be carried out from the stroke simulator. Therefore, the brake fluid can not be supplied to the wheel cylinder in accordance with the brake pedal stroke amount, and a deceleration in response to the brake pedal stroke amount becomes small, thereby deteriorating the pedal feeling.

In contrast, in the brake control apparatus according to Embodiment 1, in the regenerative brake cooperative control, the shut-off valve becomes 14 closed and flowing from the master cylinder M / C brake fluid to the reservoir 23 output while the proportional control of Hubsimulatorventils 36 is executed, so that a brake pedal characteristic is generated as in a normal braking and a good pedal feel is realized.

The following describes the influence on the pressure increasing reaction.

By storing (or holding) the to the reservoir 23 flowing brake fluid in the Flüssigkeitsansaugteil 15 Due to the operation of the pump P during the regenerative brake cooperative control, the wheel cylinder pressure can be directly controlled by using the high pressure in the liquid suction part 15 stored brake fluid can be increased when the brake pedal PB continues to be depressed by the driver during the execution of the regenerative brake cooperative control and when the brake change is performed by the regeneration brake force to the friction braking force and also a request for an increase of the wheel cylinder pressure due to the intervention of the ABS control or issued due to the intervention of the brake assist control during execution of the regenerative brake cooperative control.

Because during normal braking the Flüssigkeitsansaugteil open / close valve 17 is closed, the brake fluid flowing from the master cylinder M / C in the Flüssigkeitsansaugteil 15 stored, whereby a deterioration of the pedal feeling is prevented.

In the brake control device of Embodiment 1, the pipe is 33 parallel to the shut-off valve 14 and the check valve 34 , which allows only a flow of the brake fluid from the master cylinder M / C, to the pipe 33 intended. Thus, if a request for an increase in the wheel cylinder pressure by the intervention the brake assist control or the intervention of the drive stabilization control is output during execution of the regenerative brake cooperative control, and the liquid suction part 15 is empty, the brake fluid in the master cylinder M / C through the pump P through the pipe 33 pumped up to increase the wheel cylinder pressure.

In the following the influence on a cost reduction is described.

In the brake control apparatus according to Embodiment 1, the hydraulic pressure control unit HU is replaced by the first unit 39 and the second unit 40 educated. The first unit 39 has the shut-off valve 14 , the liquid intake part 15 , the liquid suction part opening / closing valve 17 and the stroke simulator valve 36 in the first housing 41 on. The second unit 40 has the check valve 12 , the pump P, the solenoid input valve 19 and the solenoid output valve 25 in the second housing 42 on. Here is the second unit 40 with respect to the hydraulic configuration with an existing hydraulic pressure control unit identical. The hydraulic pressure control unit HU for a regenerative brake cooperative control can thus be obtained by only the first unit 39 is added to the existing hydraulic pressure control unit, which contributes to a cost reduction.

• (1) Die Bremssteuervorrichtung für ein Fahrzeug mit einem regenerativen Bremssystem (Elektromotor/Generator MG, Wechselrichter INV, Batterie BATT und Motorsteuereinheit MCU) umfasst: die Pumpe P, die in dem Bremskreis vorgesehen ist; den ersten Bremskreis 11, 18, der den Hauptzylinder M/C, der den Bremsflüssigkeitsdruck bei einer Bremsbetätigung eines Fahrzeugs erzeugt, mit dem Radzylinder W/C verbindet, der derart konfiguriert ist, dass der Bremsflüssigkeitsdruck auf ihn wirkt; den zweiten Bremskreis 31, der den ersten Bremskreis 11, 18 mit der Auslassseite (dem Auslassabschnitt 10b) der Pumpe P verbindet; das Sperrventil 12, das auf der Seite des Hauptzylinders M/C in Bezug auf den Verbindungspunkt des zweiten Bremskreises 31 an dem ersten Bremskreis 11, 18 vorgesehen ist; den dritten Bremskreis 26, der einen Punkt auf der Seite des Hauptzylinders M/C in Bezug auf das Sperrventil 12 mit der Einlassseite (dem Einlassabschnitt 10a) der Pumpe P an dem ersten Bremskreis 11, 18 verbindet; das Einflussventil (das Solenoid-Eingangsventil) 19, das auf der Seite des Radzylinders W/C in Bezug auf den Verbindungspunkt des zweiten Bremskreises 31 an dem ersten Bremskreis 11, 18 vorgesehen ist; den vierten Bremskreis 24, 30, der einen Punkt auf der Seite des Radzylinders W/C in Bezug auf das Solenoid-Eingangsventil 19 mit der Einlassseite 10a der Pumpe P an dem ersten Bremskreis 11, 18 verbindet; das Ausflussventil (das Solenoid-Ausgangsventil) 25, das an dem vierten Bremskreis 24, 30 vorgesehen ist; das Reservoir 23, das an dem vierten Bremskreis 24, 30 auf der Einlassseite 10a der Pumpe P in Bezug auf das Solenoid-Ausgangsventil 25 vorgesehen ist und mit dem dritten Bremskreis 26 verbunden ist; das Flüssigkeitsansaugteil 15, in das die Bremsflüssigkeit fließen kann; das Abschlussventil 14, das zwischen dem Hauptzylinder M/C und dem Sperrventil 12 an dem ersten Bremskreis 11, 18 vorgesehen ist; das Rückschlagventil 34, das parallel zu dem Abschlussventil 14 angeordnet ist und nur einen Fluss der Bremsflüssigkeit von dem Hauptzylinder M/C zum dem Radzylinder W/C gestattet; den Verzweigungsöldurchgang (das Rohr) 16, der von dem Punkt zwischen dem Abschlussventil 14 und dem Sperrventil 12 verzweigt und mit dem Flüssigkeitsansaugteil 15 verbunden ist; den fünften Bremskreis 35, der von dem Punkt zwischen dem Hauptzylinder M/C und dem Abschlussventil 14 an dem ersten Bremskreis 11, 18 verzweigt und mit dem Reservoir 23 verbunden ist; das Hubsimulatorventil 36, das an dem fünften Bremskreis 35 vorgesehen ist und die Menge der von dem Hauptzylinder M/C in das Reservoir 23 fließenden Bremsflüssigkeit regelt; und die Hydraulikdruck-Steuereinheit (die Bremssteuereinheit) BCU, die den Bremsflüssigkeitsdruck steuert, indem sie die Ventile und die Pumpe P in Übereinstimmung mit einem Regenerationsbetriebszustand des regenerativen Bremssystems betätigt.

The following explains the effects. The brake control apparatus according to Embodiment 1 offers the following effects.

• (1) The brake control apparatus for a vehicle having a regenerative braking system (electric motor / generator MG, inverter INV, battery BATT, and engine control unit MCU) includes: the pump P provided in the brake circuit; the first brake circuit 11 . 18 the master cylinder M / C which generates the brake fluid pressure in a brake operation of a vehicle, connects to the wheel cylinder W / C configured so that the brake fluid pressure acts on it; the second brake circuit 31 who has the first brake circuit 11 . 18 with the outlet side (the outlet section 10b ) connects the pump P; the check valve 12 located on the side of the master cylinder M / C with respect to the connection point of the second brake circuit 31 at the first brake circuit 11 . 18 is provided; the third brake circuit 26 , which has a point on the side of the master cylinder M / C with respect to the check valve 12 with the inlet side (the inlet section 10a ) of the pump P to the first brake circuit 11 . 18 links; the influence valve (the solenoid input valve) 19 located on the side of the wheel cylinder W / C with respect to the connection point of the second brake circuit 31 at the first brake circuit 11 . 18 is provided; the fourth brake circuit 24 . 30 which has a point on the side of the wheel cylinder W / C with respect to the solenoid input valve 19 with the inlet side 10a the pump P to the first brake circuit 11 . 18 links; the discharge valve (the solenoid output valve) 25 at the fourth brake circuit 24 . 30 is provided; the reservoir 23 at the fourth brake circuit 24 . 30 on the inlet side 10a the pump P with respect to the solenoid output valve 25 is provided and with the third brake circuit 26 connected is; the Flüssigkeitsansaugteil 15 into which the brake fluid can flow; the shut-off valve 14 between the master cylinder M / C and the check valve 12 at the first brake circuit 11 . 18 is provided; the check valve 34 parallel to the shut-off valve 14 is arranged and allows only a flow of the brake fluid from the master cylinder M / C to the wheel cylinder W / C; the branch oil passage (the pipe) 16 that is from the point between the closing valve 14 and the check valve 12 branched and with the Flüssigkeitsansaugteil 15 connected is; the fifth brake circuit 35 from the point between the master cylinder M / C and the shut-off valve 14 at the first brake circuit 11 . 18 branches and with the reservoir 23 connected is; the stroke simulator valve 36 at the fifth brake circuit 35 is provided and the amount of the master cylinder M / C in the reservoir 23 regulates flowing brake fluid; and the hydraulic pressure control unit (brake control unit) BCU that controls the brake fluid pressure by operating the valves and the pump P in accordance with a regenerative operation state of the regenerative brake system.

• (2) Die Bremssteuervorrichtung umfasst weiterhin: das Flüssigkeitsansaugteil-Öffnungs-/Schließventil 17 an dem Verzweigungsöldurchgang 16. Deshalb kann bei einer Ausführung der regenerativen Bremskooperationssteuerung oder der ABS-Steuerung die Bremsflüssigkeit, die aus dem Radzylinder W/C fließt, um den Radzylinderdruck zu vermindern, in dem Flüssigkeitsansaugteil 15 gespeichert oder gehalten werden. Und weil während des normalen Bremsens das Flüssigkeitsansaugteil-Öffnungs-/Schließventil 17 geschlossen ist, wird der Flüssigkeitsansaugteil 15 unterbrochen oder von dem ersten Bremskreis 11, 18 isoliert und wird die aus dem Hauptzylinder M/C fließende Bremsflüssigkeit in dem Flüssigkeitsansaugteil 15 gespeichert. Dadurch kann verhindert werden, dass sich die Bremspedalkennlinie verändert.
• (3) Die Bremssteuervorrichtung umfasst weiterhin den ersten Drucksensor 5, der den Bremsflüssigkeitsdruck an dem Punkt an der ersten Bremsschaltung 11, 18 auf der Seite des Hauptzylinders M/C in Bezug auf den Verbindungspunkt des ersten Bremskreises 11, 18 mit dem fünften Bremskreis 35 erfasst, und den zweiten Drucksensor 9, der den Ausgabedruck der Pumpe P erfasst. Indem also jedes Ventil derart betätigt wird, dass der durch den ersten Drucksensor 5 erfasste Bremsflüssigkeitsdruck dem Ziel-Hauptzylinderdruck entspricht, und die Pumpe P derart betrieben wird, dass der durch den zweiten Drucksensor 9 erfasste Bremsflüssigkeitsdruck dem Ziel-Hauptzylinderdruck entspricht, können eine Verbesserung in dem Bremsgefühl und eine Steuerfähigkeit während der Ausführung der regenerativen Bremskooperationssteuerung und der automatischen Bremssteuerung realisiert werden.
• (4) Die Bremssteuervorrichtung umfasst weiterhin den Bremsbetätigungszustand-Erfassungsabschnitt (den Bremspedalhubsensor) 6, der den Zustand der Bremsbetätigung durch den Fahrer (die Bremspedalhubgröße oder die Bremsbetätigungsgröße) erfasst. Die Bremssteuereinheit BCU weist den Bremsunterstützungs-Steuerabschnitt auf, der, wenn eine Erhöhung in der Bremsbetätigungsgröße durch den Bremspedalhubsensor 6 erfasst wird und der durch den ersten Drucksensor 5 erfasste Druck kleiner als der durch den zweiten Drucksensor 9 erfasst Druck ist, den Radzylinderdruck durch die Bremsflüssigkeit in dem Flüssigkeitsansaugteil 15 erhöht.

Thereby, the pedal feeling in execution of the regenerative brake cooperative control can be improved.

• (2) The brake control device further includes: the liquid suction part opening / closing valve 17 at the branch oil passage 16 , Therefore, in an embodiment of the regenerative brake cooperative control or the ABS control, the brake fluid flowing out of the wheel cylinder W / C to decrease the wheel cylinder pressure may be in the liquid suction part 15 stored or held. And because during normal braking, the liquid intake part opening / closing valve 17 is closed, the Flüssigkeitsansaugteil 15 interrupted or from the first brake circuit 11 . 18 is isolated and the flowing from the master cylinder M / C brake fluid in the Flüssigkeitsansaugteil 15 saved. This can prevent the brake pedal characteristic from being changed.
• (3) The brake control apparatus further includes the first pressure sensor 5 that controls the brake fluid pressure at the point on the first brake circuit 11 . 18 on the side of the master cylinder M / C with respect to the connection point of the first brake circuit 11 . 18 with the fifth brake circuit 35 detected, and the second pressure sensor 9 , which detects the output pressure of the pump P. By thus each valve is actuated such that by the first pressure sensor 5 detected brake fluid pressure corresponds to the target master cylinder pressure, and the pump P is operated such that by the second pressure sensor 9 When the detected brake fluid pressure corresponds to the target master cylinder pressure, an improvement in the brake feeling and a control ability can be realized during the execution of the regenerative brake cooperative control and the automatic brake control.
• (4) The brake control device further includes the brake operation state detection section (the brake pedal stroke sensor) 6 detecting the state of the brake operation by the driver (the brake pedal stroke amount or the brake operation amount). The brake control unit BCU has the brake assist control section that, when an increase in the brake operation amount by the brake pedal stroke sensor 6 is detected and by the first pressure sensor 5 detected pressure less than that by the second pressure sensor 9 Pressure detected is the wheel cylinder pressure by the brake fluid in the fluid intake part 15 elevated.

• (5) Die Bremssteuervorrichtung weist weiterhin den Bremsbetätigungszustand-Erfassungsabschnitt (den Bremspedalhubsensor) 6 auf, der den Zustand der Bremsbetätigung durch den Fahrer (die Bremspedalhubgröße oder die Bremsbetätigungsgröße) erfasst. Die Bremssteuereinheit BCU weist den Bremsunterstützungs-Steuerabschnitt auf, der, wenn eine Erhöhung in der Bremsbetätigungsgröße durch den Bremspedalhubsensor 6 erfasst wird und sich die Regenerationsbremskraft des regenerativen Bremssystems vermindert und außerdem der durch den ersten Drucksensor 5 erfasste Druck größer oder gleich dem durch den zweiten Drucksensor 9 erfassten Druck ist, den Radzylinderdruck durch die Bremsflüssigkeit in dem Hauptzylinder M/C und die Bremsflüssigkeit in dem Flüssigkeitsansaugteil 15 über den ersten Bremskreis 11, 18, das Rückschlagventil 34 und den dritten Bremskreis 26 erhöht, indem er das Hubsimulatorventil 36 in der Ventilschließrichtung betätigt, das Sperrventil 12 in der Ventilschließrichtung betätigt und die Pumpe P betreibt.

Thereby, the pressure of the wheel cylinder W / C can be directly controlled by using the high pressure in the liquid suction part 15 stored brake fluid can be increased.

• (5) The brake control apparatus further includes the brake operation state detection section (the brake pedal stroke sensor) 6 which detects the state of the brake operation by the driver (the brake pedal stroke amount or the brake operation amount). The brake control unit BCU has the brake assist control section that, when an increase in the brake operation amount by the brake pedal stroke sensor 6 is detected and reduces the regeneration braking force of the regenerative braking system and also by the first pressure sensor 5 detected pressure greater than or equal to the second pressure sensor 9 is detected, the wheel cylinder pressure by the brake fluid in the master cylinder M / C and the brake fluid in the Flüssigkeitsansaugteil 15 over the first brake circuit 11 . 18 , the check valve 34 and the third brake circuit 26 raised by the stroke simulator valve 36 operated in the valve closing direction, the check valve 12 operated in the valve closing direction and the pump P operates.

So if no brake fluid in the Flüssigkeitsansaugteil 15 is stored, the wheel cylinder pressure can be increased by the drawn from the master cylinder M / C brake fluid.

The invention has been described above with reference to an embodiment 1. However, the configuration or the system of the invention is not limited to the embodiment 1.

For example, in Embodiment 1, an electric booster is used. However, a negative pressure booster can also be used.

• (a) Wenn in der Bremssteuervorrichtung eine Verminderung des Radzylinderdrucks während der Ausführung der Bremsunterstützungssteuerung durch den Bremsunterstützungs-Steuerabschnitt angefordert wird, gibt die Hydraulikdruck-Steuereinheit BCU Bremsflüssigkeit aus dem Radzylinder W/C zu dem Flüssigkeitsansaugteil 15, indem sie das Einflussventil 19 in der Ventilschließrichtung betätigt, das Ausflussventil 25 in der Ventilöffnungsrichtung betätigt und die Pumpe P betreibt.

The embodiments described above can produce advantageous effects as explained above. Hereinafter, modified examples having substantially the same effects as in the above-described embodiments will be described.

• (a) When a decrease in the wheel cylinder pressure is requested in the brake control device during execution of the brake assist control by the brake assist control section, the hydraulic pressure control unit BCU outputs brake fluid from the wheel cylinder W / C to the fluid suction section 15 by taking the influence valve 19 operated in the valve closing direction, the discharge valve 25 operated in the valve opening direction and the pump P operates.

• (b) Die Bremssteuervorrichtung weist weiterhin den Bremsbetätigungszustand-Erfassungsabschnitt 6 auf, der den Zustand der Bremsbetätigung durch den Fahrer erfasst. Wenn eine Bremsbetätigung durch den Bremsbetätigungszustand-Erfassungsabschnitt 6 erfasst wird und das regenerative Bremssystem aktiv ist, saugt die Hydraulikdruck-Steuereinheit ECU die Bremsflüssigkeit über das Hubsimulatorventil 36 und den fünften Bremskreis 35 hoch, indem sie das Abschlussventil 14 und das Einflussventil 19 in der Ventilschließrichtung betätigt und die Pumpe P betreibt, und führt die aus dem Hauptzylinder M/C fließende Bremsflüssigkeit über das Sperrventil 12 in den Flüssigkeitsansaugteil 15 ein.

It is thus possible to reduce only the wheel cylinder pressure of a particular wheel during execution of the brake assist control.

• (b) The brake control device further includes the brake operation state detection section 6 on, which detects the state of the brake operation by the driver. When a brake operation by the brake operation state detecting section 6 is detected and the regenerative braking system is active, the hydraulic pressure control unit ECU sucks the brake fluid via the Hubsimulatorventil 36 and the fifth brake circuit 35 high, putting the shut-off valve 14 and the influence valve 19 operated in the valve closing direction and the pump P operates, and passes the brake fluid flowing from the master cylinder M / C via the check valve 12 in the Flüssigkeitsansaugteil 15 one.

• (c) Wenn sich in der Bremssteuervorrichtung die Regenerationsbremsgröße des regenerativen Bremssystems vermindert, betätigt die Hydraulikdruck-Steuereinheit ECU das Hubsimulatorventil 36 in der Ventilschließrichtung und das Einflussventil 19 in der Ventilöffnungsrichtung in Übereinstimmung mit der Verminderung der Regenerationsbremsgröße und führt die Bremsflüssigkeit aus dem Flüssigkeitsansaugteil 15 zu dem Radzylinder W/C.

Because, therefore, in accordance with the brake operation of the driver from the master cylinder M / C flowing brake fluid in the Flüssigkeitsansaugteil 15 can be saved the generation of a friction braking force can be prevented, so that the braking force requested by the driver is generated only by the regeneration braking force. Thereby, the energy recovery efficiency can be increased. In addition, the pedal feeling can be improved in execution of the regenerative brake cooperative control.

• (c) When the regeneration braking amount of the regenerative braking system decreases in the brake control apparatus, the hydraulic pressure control unit ECU operates the stroke simulator valve 36 in the valve closing direction and the influence valve 19 in the valve opening direction in accordance with the reduction of the regeneration brake quantity, and supplies the brake fluid from the fluid suction part 15 to the wheel cylinder W / C.

• (d) Wenn in der Bremssteuervorrichtung das regenerative Bremssystem aktiv ist, während der durch die Bremsbetätigung des Fahrers erzeugte Bremsflüssigkeitsdruck auf den Radzylinder W/C wirkt, betätigt die Hydraulikdruck-Steuereinheit BCU das Einflussventil 19 in der Ventilschließrichtung, betätigt das Sperrventil 12, das Ausflussventil 25 und das Flüssigkeitsansaugteil-Öffnungs-/Schließventil 17 in der Ventilöffnungsrichtung und betreibt die Pumpe P.

In this case, the required braking force can be ensured by a brake change from the regeneration braking force to the friction braking force. And besides, the frictional braking force can be directly applied by using the high pressure in the liquid suction part 15 stored brake fluid can be increased.

• (d) In the brake control apparatus, when the regenerative brake system is active while the brake fluid pressure generated by the driver's brake operation acts on the wheel cylinder W / C, the hydraulic pressure control unit BCU operates the influence valve 19 in the valve closing direction, operates the check valve 12 , the outflow valve 25 and the liquid suction part opening / closing valve 17 in the valve opening direction and operates the pump P.

• (e) Die Bremssteuervorrichtung weist weiterhin den Bremsbetätigungszustand-Erfassungsabschnitt 6 auf, der den Zustand der Bremsbetätigung durch den Fahrer erfasst. Wenn eine Erhöhung in der Bremsbetätigungsgröße des Fahrers durch den Bremsbetätigungszustand-Erfassungsabschnitt 6 erfasst wird, während das regenerative Bremssystem aktiv ist, betätigt die Hydraulikdruck-Steuereinheit BCU das Einflussventil 19 in der Ventilöffnungsrichtung und erhöht den Radzylinderdruck durch die Bremsflüssigkeit in dem Flüssigkeitsansaugteil 15.

In this case, the required braking force can be ensured by the brake change from the friction braking force to the regeneration braking force.

• (e) The brake control device further has the brake operation state detection section 6 on, which detects the state of the brake operation by the driver. When an increase in the brake operation amount of the driver by the brake operation state detection section 6 is detected while the regenerative braking system is active, the hydraulic pressure control unit BCU actuates the influencing valve 19 in the valve opening direction and increases the wheel cylinder pressure by the brake fluid in the Flüssigkeitsansaugteil 15 ,

• (f) Die Bremssteuervorrichtung weist weiterhin den ABS-Steuerabschnitt auf, der die Bremskraft erhöht/vermindert, um einen Blockierungszustand des Rads zu unterdrücken. Wenn die Regenerationsbremskraft durch einen Bremskraftverminderungsbefehl aus dem ABS-Steuerabschnitt vermindert wird, während der Bremsflüssigkeitsdruck auf den Radzylinder W/C wirkt, betätigt die Hydraulikdruck-Steuereinheit BCU das Einflussventil 19 und das Ausflussventil 25 in der Ventilschließrichtung und versetzt den Radzylinderdruck in einen Haltezustand.

Thus, if the regeneration braking force is insufficient for the requested braking force, the requested braking force may be increased by increasing the wheel cylinder pressure using the high pressure in the liquid suction part 15 stored brake fluid can be ensured.

• (f) The brake control apparatus further includes the ABS control section that increases / decreases the braking force to suppress a locked state of the wheel. When the regenerative braking force is decreased by a braking force decreasing command from the ABS control section while the brake fluid pressure is acting on the wheel cylinder W / C, the hydraulic pressure control unit BCU operates the influencing valve 19 and the outflow valve 25 in the valve closing direction and puts the wheel cylinder pressure in a holding state.

• (g) In der Bremssteuervorrichtung betätigt die Hydraulikdruck-Steuereinheit BCU das Einflussventil 19 in der Ventilöffnungsrichtung in Reaktion auf den Bremskrafterhöhungsbefehl nach dem Bremskraftverminderungsbefehl aus dem ABS-Steuerabschnitt und erhöht den Radzylinderdruck durch die Bremsflüssigkeit in dem Flüssigkeitsansaugteil 15.

Thus, the reduction of the braking force requested by the braking force reduction command can be achieved by only reducing the regeneration braking force.

• (g) In the brake control apparatus, the hydraulic pressure control unit BCU operates the influence valve 19 in the valve opening direction in response to the braking force increasing command after the braking force decreasing command from the ABS control section, and increasing the wheel cylinder pressure by the brake fluid in the fluid suction part 15 ,

• (h) In der Bremssteuervorrichtung betätigt die Hydraulikdruck-Steuereinheit BCU das Ausflussventil 25 in der Ventilöffnungsrichtung und betreibt die Pumpe P in Reaktion auf den Bremskraftverminderungsbefehl nach dem Bremskrafterhöhungsbefehl aus dem ABS-Steuerabschnitt und führt die Bremsflüssigkeit in dem Radzylinder W/C zu dem Flüssigkeitsansaugteil 15.

Thus, the pressure of the wheel cylinder W / C can be directly applied by using the high pressure in the liquid suction part 15 stored brake fluid can be increased, whereby the pressure increasing reaction can be improved.

• (h) In the brake control apparatus, the hydraulic pressure control unit BCU operates the outflow valve 25 in the valve opening direction, and in response to the brake force decreasing command after the braking force increasing command, the pump P drives out of the ABS control section, and supplies the brake fluid in the wheel cylinder W / C to the fluid suction section 15 ,

• (i) Die Bremssteuervorrichtung weist weiterhin den ABS-Steuerabschnitt auf, der die Bremskraft erhöht/vermindert, um einen Blockierungszustand des Rads zu unterdrücken. Die Hydraulikdruck-Steuereinheit BCU betätigt das Einflussventil 19 in der Ventilschließrichtung, betätigt das Ausflussventil 25 in der Ventilöffnungsrichtung und betreibt die Pumpe P in Reaktion auf den Bremskraftverminderungsbefehl aus dem ABS-Steuerabschnitt, wenn der Bremsflüssigkeitsdruck auf den Radzylinder W/C wirkt, und führt die Bremsflüssigkeit in dem Radzylinder W/C zu dem Flüssigkeitsansaugteil 15.

Therefore, it returns from the wheel cylinder W / C to the reservoir 23 flowing brake fluid does not return to the master cylinder M / C, whereby the master cylinder M / C is protected.

• (i) The brake control apparatus further includes the ABS control section that increases / decreases the braking force to suppress a locked state of the wheel. The hydraulic pressure control unit BCU actuates the influence valve 19 in the valve closing direction, the spill valve operates 25 in the valve opening direction and operates the pump P in response to the Bremskraftverminderungsbefehl from the ABS control section, when the brake fluid pressure acts on the wheel cylinder W / C, and supplies the brake fluid in the wheel cylinder W / C to the liquid suction 15 ,

• (j) Die Bremssteuervorrichtung weist weiterhin den Fahrtstabilisierungs-Steuerabschnitt auf, der das Fahrtverhalten erfasst und eine Stabilisierung des Fahrtverhaltens durch das unabhängige Steuern der Bremskraft des bestimmten Rads sicherstellt, wenn ein vorbestimmtes Fahrtverhalten erfasst wird. Wenn das vorbestimmte Verhalten während einer Bremsbetätigung des regenerativen Bremssystems und der Hydraulikdruck-Steuereinheit BCU erfasst wird, erhöht der Fahrtstabilisierungs-Steuerabschnitt den Radzylinderdruck des bestimmten Rads durch die Bremsflüssigkeit in dem Flüssigkeitsansaugteil 15, um die Bremskraft des bestimmten Rads zu erhöhen.

The reduction of the braking force requested by the braking force reduction command can thus be achieved by a reduction of the regeneration braking force and a reduction of the friction braking force.

• (j) The brake control apparatus further includes the travel stabilization control section that detects the driving behavior and ensures stabilization of the driving behavior by independently controlling the braking force of the specific wheel when a predetermined driving behavior is detected. When the predetermined behavior is detected during a braking operation of the regenerative braking system and the hydraulic pressure control unit BCU, the travel stabilization control section increases the wheel cylinder pressure of the specific wheel by the brake fluid in the fluid suction section 15 to increase the braking force of the particular wheel.

• (k) Die Bremssteuervorrichtung für ein Fahrzeug mit einem regenerativen Bremssystem umfasst: die Pumpe P, die in dem Bremskreis vorgesehen ist; den ersten Bremskreis 11, 18, der den Hauptzylinder M/C, der bei einer Bremsbetätigung eines Fahrers den Bremsflüssigkeitsdruck erzeugt, mit dem Radzylinder W/C verbindet, der derart konfiguriert ist, dass der Bremsflüssigkeitsdruck auf ihn wirkt; den zweiten Bremskreis 31, der den ersten Bremskreis 11, 18 mit der Auslassseite 10b der Pumpe P verbindet; das Sperrventil 12, das auf der Seite des Hauptzylinders M/C in Bezug auf den Verbindungspunkt des zweiten Bremskreises 31 an dem ersten Bremskreis 11, 18 vorgesehen ist; den dritten Bremskreis 26, der den Punkt auf der Seite des Hauptzylinders M/C in Bezug auf das Sperrventil 12 mit der Einlassseite 10a der Pumpe P an dem ersten Bremskreis 11, 18 verbindet; das Einflussventil 19, das auf der Seite des Radzylinders W/C in Bezug auf den Verbindungspunkt des zweiten Bremskreises 31 an dem ersten Bremskreis 11, 18 vorgesehen ist; den vierten Bremskreis 24, 30, der den Punkt auf der Seite des Radzylinders W/C in Bezug auf das Einflussventil 19 mit der Einlassseite 10a der Pumpe P an dem ersten Bremskreis 11, 18 verbindet; das Ausflussventil 25, das an dem vierten Bremskreis 24, 30 vorgesehen ist; das Reservoir 23, das an dem vierten Bremskreis 24, 30 auf der Einlassseite 10a der Pumpe P in Bezug auf das Ausflussventil 25 vorgesehen ist und mit dem dritten Bremskreis 26 verbunden ist; den Akkumulator 15, in den die Bremsflüssigkeit fließen kann; das Abschlussventil 14, das zwischen dem Hauptzylinder M/C und dem Sperrventil 12 an dem ersten Bremskreis 11, 18 vorgesehen ist; das Rückschlagventil 34, das parallel zu dem Abschlussventil 14 angeordnet ist und nur einen Fluss der Bremsflüssigkeit von dem Hauptzylinder M/C gestattet; den Verzweigungsöldurchgang 16, der von dem Punkt zwischen dem Abschlussventil 14 und dem Sperrventil 12 verzweigt und mit dem Akkumulator 15 verbunden ist; den fünften Bremskreis 35, der von dem Punkt zwischen dem Hauptzylinder M/C und dem Abschlussventil 14 an dem ersten Bremskreis 11, 18 verzweigt und mit dem Reservoir 23 verbunden ist; das Hubsimulatorventil 36, das an dem fünften Bremskreis 35 vorgesehen ist und die Menge der von dem Hauptzylinder M/C in das Reservoir 23 fließenden Bremsflüssigkeit regelt; ein Flüssigkeitsansaugteil-Öffnungs-/Schließventil 17, das an dem Verzweigungsöldurchgang 16 vorgesehen ist; und die Hydraulikdruck-Steuereinheit BCU, die den Bremsflüssigkeitsdruck steuert, indem sie die Ventile und die Pumpe P in Übereinstimmung mit einem Regenerationsbetriebszustand des regenerativen Bremssystems betätigt; wobei, wenn das regenerative Bremssystem aktiv ist, die aufgrund der Bremsbetätigung des Fahrers aus dem Hauptzylinder M/C fließende Bremsflüssigkeit durch einen Pumpbetrieb der Pumpe P über den fünften Bremskreis 35, das Hubsimulatorventil 36, das Flüssigkeitsansaugteil-Öffnungs-/Schließventil 17, das Reservoir 23, den zweiten Bremskreis 31, das Sperrventil 12, den ersten Bremskreis 11, 18 und den Verzweigungsöldurchgang 16 in dem Akkumulator 15 gespeichert wird.

Thereby, the control reaction of the travel stabilization control can be improved.

• (k) The brake control apparatus for a vehicle having a regenerative braking system comprises: the pump P provided in the brake circuit; the first brake circuit 11 . 18 the master cylinder M / C, which generates the brake fluid pressure in a driver's brake operation, connects to the wheel cylinder W / C configured to apply the brake fluid pressure thereto; the second brake circuit 31 who has the first brake circuit 11 . 18 with the outlet side 10b the pump P connects; the check valve 12 located on the side of the master cylinder M / C with respect to the connection point of the second brake circuit 31 at the first brake circuit 11 . 18 is provided; the third brake circuit 26 , which is the point on the side of the master cylinder M / C with respect to the check valve 12 with the inlet side 10a the pump P to the first brake circuit 11 . 18 links; the influence valve 19 located on the side of the wheel cylinder W / C with respect to the connection point of the second brake circuit 31 at the first brake circuit 11 . 18 is provided; the fourth brake circuit 24 . 30 , which is the point on the side of the wheel cylinder W / C with respect to the influence valve 19 with the inlet side 10a the pump P to the first brake circuit 11 . 18 links; the outflow valve 25 at the fourth brake circuit 24 . 30 is provided; the reservoir 23 at the fourth brake circuit 24 . 30 on the inlet side 10a the pump P with respect to the discharge valve 25 is provided and with the third brake circuit 26 connected is; the accumulator 15 into which the brake fluid can flow; the shut-off valve 14 between the master cylinder M / C and the check valve 12 at the first brake circuit 11 . 18 is provided; the check valve 34 parallel to the shut-off valve 14 is arranged and allows only a flow of the brake fluid from the master cylinder M / C; the branch oil passage 16 that is from the point between the closing valve 14 and the check valve 12 branched and with the accumulator 15 connected is; the fifth brake circuit 35 from the point between the master cylinder M / C and the shut-off valve 14 at the first brake circuit 11 . 18 branches and with the reservoir 23 connected is; the stroke simulator valve 36 at the fifth brake circuit 35 is provided and the amount of the master cylinder M / C in the reservoir 23 regulates flowing brake fluid; a liquid suction part opening / closing valve 17 at the branch oil passage 16 is provided; and the hydraulic pressure control unit BCU that controls the brake fluid pressure by operating the valves and the pump P in accordance with a regenerative operation state of the regenerative braking system; wherein, when the regenerative braking system is active, the brake fluid flowing from the master cylinder M / C due to the driver's braking operation by a pumping operation of the pump P via the fifth brake circuit 35 , the stroke simulator valve 36 , the liquid suction part opening / closing valve 17 , the reservoir 23 , the second brake circuit 31 , the check valve 12 , the first brake circuit 11 . 18 and the branch oil passage 16 in the accumulator 15 is stored.

• (l) Die Bremssteuervorrichtung umfasst weiterhin den ersten Drucksensor 5, der den Bremsflüssigkeitsdruck an dem Punkt an dem ersten Bremskreis 11, 18 erfasst, der auf der Seite des Hauptzylinders M/C in Bezug auf den Verbindungspunkt der ersten Bremsschaltung 11, 18 mit dem fünften Bremskreis 35 liegt; den zweiten Drucksensor 9, der den Ausgabedruck der Pumpe P erfasst; und den Bremsbetätigungszustand-Erfassungsabschnitt 6, der den Zustand der Bremsbetätigung durch den Fahrer erfasst. Die Hydraulikdruck-Steuereinheit BCU weist den Bremsunterstützungs-Steuerabschnitt auf, der, wenn eine Erhöhung der Bremsbetätigungsgröße durch den Bremsbetätigungszustand-Erfassungsabschnitt 6 erfasst wird und die Regenerationsbremskraft durch das regenerative Bremssystem vermindert wird und wenn weiterhin der durch den ersten Drucksensor 5 erfasste Druck größer oder gleich dem durch den zweiten Drucksensor 9 erfassten Druck ist, den Radzylinderdruck durch die Bremsflüssigkeit in dem Hauptzylinder M/C und die Bremsflüssigkeit in dem Akkumulator 15 über den ersten Bremskreis 11, 18, das Rückschlagventil 34 und den dritten Bremskreis 26 erhöht, indem er das Hubsimulatorventil 36 in der Ventilschließrichtung betätigt, das Sperrventil 12 in der Ventilschließrichtung betätigt und die Pumpe P betreibt.

Thereby, the pedal feeling in execution of the regenerative brake cooperative control can be improved.

• (l) The brake control device further includes the first pressure sensor 5 that controls the brake fluid pressure at the point on the first brake circuit 11 . 18 detected on the side of the master cylinder M / C with respect to the connection point of the first brake circuit 11 . 18 with the fifth brake circuit 35 lies; the second pressure sensor 9 that detects the output pressure of the pump P; and the brake operation state detection section 6 that detects the state of the brake operation by the driver. The hydraulic pressure control unit BCU has the brake assist control section that, when an increase in the brake operation amount by the brake operation state detection section 6 is detected and the Regenerationsbremskraft is reduced by the regenerative braking system and if further by the first pressure sensor 5 detected pressure greater than or equal to the second pressure sensor 9 is detected, the wheel cylinder pressure by the brake fluid in the master cylinder M / C and the brake fluid in the accumulator 15 over the first brake circuit 11 . 18 , the check valve 34 and the third brake circuit 26 elevated, by putting the stroke simulator valve 36 operated in the valve closing direction, the check valve 12 operated in the valve closing direction and the pump P operates.

• (m) Die Bremssteuervorrichtung für ein Fahrzeug mit einem regenerativen Bremssystem umfasst: die Pumpe P, die in dem Bremskreis vorgesehen ist; den ersten Bremskreis 11, 18, der den Hauptzylinder M/C, der bei der Bremsbetätigung eines Fahrers einen Bremsflüssigkeitsdruck erzeugt, mit dem Radzylinder W/C verbindet, der derart konfiguriert ist, dass der Bremsflüssigkeitsdruck auf ihn wirkt; den zweiten Bremskreis 31, der den ersten Bremskreis 11, 18 mit der Auslassseite 10b der Pumpe P verbindet; das Sperrventil 12, das auf der Seite des Hauptzylinders M/C in Bezug auf den Verbindungspunkt des zweiten Bremskreises 31 an dem ersten Bremskreis 11, 18 vorgesehen ist; den dritten Bremskreis 26, der den Punkt auf der Seite Hauptzylinders M/C in Bezug auf das Sperrventil 12 mit der Einlassseite 10a der Pumpe P an dem ersten Bremskreis 11, 18 verbindet; das Einflussventil 19, das auf der Seite des Radzylinders W/C in Bezug auf den Verbindungspunkt des zweiten Bremskreises 31 an dem ersten Bremskreis 11, 18 vorgesehen ist; den vierten Bremskreis 24, 30, der den Punkt auf der Seite des Radzylinders W/C in Bezug auf das Einflussventil 19 mit der Einlassseite 10a der Pumpe P an dem ersten Bremskreis 11, 18 verbindet; das Ausflussventil 25, das an dem vierten Bremskreis 24, 30 vorgesehen ist; das Reservoir 23, das an dem vierten Bremskreis 24, 30 auf der Einlassseite 10a der Pumpe P in Bezug auf das Ausflussventil 25 vorgesehen ist und mit dem dritten Bremskreis 26 verbunden ist; den Flüssigkeitsansaugteil 15, in den die Bremsflüssigkeit fließen kann; das Abschlussventil 14, das zwischen dem Hauptzylinder M/C und dem Sperrventil 12 an dem ersten Bremskreis 11, 18 vorgesehen ist; das Rückschlagventil 34, das parallel zu dem Abschlussventil 14 angeordnet ist und nur einen Fluss der Bremsflüssigkeit von dem Hauptzylinder M/C gestattet; den Verzweigungsöldurchgang 16, der von dem Punkt zwischen dem Abschlussventil 14 und dem Sperrventil 12 verzweigt und mit dem Flüssigkeitsansaugteil 15 verbunden ist; den fünften Bremskreis 35, der von dem Punkt zwischen dem Hauptzylinder M/C und dem Abschlussventil 14 an dem ersten Bremskreis 11, 18 verzweigt und mit dem Reservoir 23 verbunden ist; das Hubsimulatorventil 36, das an dem fünften Bremskreis 35 vorgesehen ist und die Menge der von dem Hauptzylinder M/C in das Reservoir 23 fließenden Bremsflüssigkeit regelt; das Flüssigkeitsansaugteil-Öffnungs-/Schließventil 17, das an dem Verzweigungsöldurchgang 16 vorgesehen ist; die erste Einheit 39 mit dem ersten Gehäuse 41, in dem das Abschlussventil 14, das Flüssigkeitsansaugteil 15, das Flüssigkeitsansaugteil-Öffnungs-/Schließventil 17 und das Hubsimulatorventil 36 untergebracht sind; und die zweite Einheit 40 mit dem zweiten Gehäuse 42, in dem das Sperrventil 12, die Pumpe P, das Einflussventil 19 und das Ausflussventil 25 untergebracht sind; wobei die erste Einheit 39 und die zweite Einheit 40 an dem Punkt zwischen dem Hubsimulatorventil 36 und dem Reservoir 23 an dem fünften Bremskreis 35 und auch an dem Punkt zwischen dem Verbindungspunkt des ersten Bremskreises 11, 18 mit dem dritten Bremskreis 26 und dem Verbindungspunkt des ersten Bremskreises 11, 18 mit dem Verzweigungsöldurchgang 16 an dem ersten Bremskreis 11, 18 miteinander verbunden sind.

So if no brake fluid in the accumulator 15 is stored, the wheel cylinder pressure can be increased by the drawn from the master cylinder M / C brake fluid.

• (m) The brake control apparatus for a vehicle having a regenerative braking system comprises: the pump P provided in the brake circuit; the first brake circuit 11 . 18 the master cylinder M / C, which generates a brake fluid pressure in the driver's brake operation, connects to the wheel cylinder W / C configured to apply the brake fluid pressure thereto; the second brake circuit 31 who has the first brake circuit 11 . 18 with the outlet side 10b the pump P connects; the check valve 12 located on the side of the master cylinder M / C with respect to the connection point of the second brake circuit 31 at the first brake circuit 11 . 18 is provided; the third brake circuit 26 , which is the point on the side master cylinder M / C with respect to the check valve 12 with the inlet side 10a the pump P to the first brake circuit 11 . 18 links; the influence valve 19 located on the side of the wheel cylinder W / C with respect to the connection point of the second brake circuit 31 at the first brake circuit 11 . 18 is provided; the fourth brake circuit 24 . 30 , which is the point on the side of the wheel cylinder W / C with respect to the influence valve 19 with the inlet side 10a the pump P to the first brake circuit 11 . 18 links; the outflow valve 25 at the fourth brake circuit 24 . 30 is provided; the reservoir 23 at the fourth brake circuit 24 . 30 on the inlet side 10a the pump P with respect to the discharge valve 25 is provided and with the third brake circuit 26 connected is; the Flüssigkeitsansaugteil 15 into which the brake fluid can flow; the shut-off valve 14 between the master cylinder M / C and the check valve 12 at the first brake circuit 11 . 18 is provided; the check valve 34 parallel to the shut-off valve 14 is arranged and allows only a flow of the brake fluid from the master cylinder M / C; the branch oil passage 16 that is from the point between the closing valve 14 and the check valve 12 branched and with the Flüssigkeitsansaugteil 15 connected is; the fifth brake circuit 35 from the point between the master cylinder M / C and the shut-off valve 14 at the first brake circuit 11 . 18 branches and with the reservoir 23 connected is; the stroke simulator valve 36 at the fifth brake circuit 35 is provided and the amount of the master cylinder M / C in the reservoir 23 regulates flowing brake fluid; the liquid suction part opening / closing valve 17 at the branch oil passage 16 is provided; the first unit 39 with the first housing 41 in which the shut-off valve 14 , the liquid intake part 15 , the liquid suction part opening / closing valve 17 and the stroke simulator valve 36 are housed; and the second unit 40 with the second housing 42 in which the check valve 12 , the pump P, the influence valve 19 and the outflow valve 25 are housed; being the first unit 39 and the second unit 40 at the point between the stroke simulator valve 36 and the reservoir 23 at the fifth brake circuit 35 and also at the point between the connection point of the first brake circuit 11 . 18 with the third brake circuit 26 and the connection point of the first brake circuit 11 . 18 with the branch oil passage 16 at the first brake circuit 11 . 18 connected to each other.

• (n) Die Bremssteuervorrichtung umfasst weiterhin eine Hydraulikdruck-Steuereinheit BCU, die den Bremsflüssigkeitsdruck steuert, indem sie die Ventile und die Pumpe P in Übereinstimmung mit dem Regenerationsbetriebszustand des regenerativen Bremssystems betätigt.

Because the existing hydraulic pressure control unit as the second unit 40 can be used only by adding the first unit 39 to the existing hydraulic pressure control unit, the hydraulic pressure control unit HU for the regenerative brake cooperative control can be obtained, which contributes to a cost reduction.

• (n) The brake control apparatus further includes a hydraulic pressure control unit BCU that controls the brake fluid pressure by operating the valves and the pump P in accordance with the regenerative operation state of the regenerative brake system.

• (o) Die Bremssteuervorrichtung umfasst weiterhin: den ersten Drucksensor 5, der den Bremsflüssigkeitsdruck an dem Punkt an dem ersten Bremskreis 11, 18 erfasst, der auf der Seite des Hauptzylinders M/C in Bezug auf den Verbindungspunkt des ersten Bremskreises 11, 18 mit dem fünften Bremskreis 35 angeordnet ist; den zweiten Drucksensor 9, der den Ausgabedruck der Pumpe P erfasst; und den Bremsbetätigungszustand-Erfassungsabschnitt 6, der den Zustand der Bremsbetätigung durch einen Fahrer erfasst. Die Hydraulikdruck-Steuereinheit BCU weist den Bremsunterstützungs-Steuerabschnitt auf, der, wenn eine Erhöhung der Bremsbetätigungsgröße durch den Bremsbetätigungszustand-Erfassungsabschnitt 6 erfasst wird und die Regenerationsbremskraft des regenerativen Bremssystems vermindert ist und wenn außerdem der durch den ersten Drucksensor 5 erfasste Druck größer oder gleich dem durch den zweiten Drucksensor 9 erfassten Druck ist, den Radzylinderdruck durch die Bremsflüssigkeit in dem Hauptzylinder M/C und die Bremsflüssigkeit in dem Flüssigkeitsansaugteil 15 über den ersten Bremskreis 11, 18, das Rückschlagventil 34 und den dritten Bremskreis 26 erhöht, indem er das Hubsimulatorventil 36 in der Ventilschließrichtung betätigt, das Sperrventil 12 in der Ventilschließrichtung betätigt und die Pumpe P betreibt.

Thereby, a regenerative brake cooperative control in accordance with the regeneration operating state of the regenerative brake system can be realized.

• (o) The brake control device further includes: the first pressure sensor 5 that controls the brake fluid pressure at the point on the first brake circuit 11 . 18 detected on the side of the master cylinder M / C with respect to the connection point of the first brake circuit 11 . 18 with the fifth brake circuit 35 is arranged; the second pressure sensor 9 that detects the output pressure of the pump P; and the brake operation state detection section 6 that detects the state of the brake operation by a driver. The hydraulic pressure control unit BCU has the brake assist control section that, when an increase in the brake operation amount by the brake operation state detection section 6 is detected and the Regenerationsbremskraft the regenerative braking system is reduced and if also by the first pressure sensor 5 detected pressure greater than or equal to the second pressure sensor 9 detected pressure is the wheel cylinder pressure by the brake fluid in the master cylinder M / C and the Brake fluid in the Flüssigkeitsansaugteil 15 over the first brake circuit 11 . 18 , the check valve 34 and the third brake circuit 26 raised by the stroke simulator valve 36 operated in the valve closing direction, the check valve 12 operated in the valve closing direction and the pump P operates.

So if no brake fluid in the Flüssigkeitsansaugteil 15 is stored, the wheel cylinder pressure can be increased by the drawn from the master cylinder M / C brake fluid.

The entire contents of the Japanese Patent Application No. 2010-288392 of December 24, 2010 is incorporated herein by reference.

The invention has been described above with reference to certain embodiments of the invention, but the invention is not limited to the embodiments described herein. Those skilled in the art can make various modifications and variations to the above-described embodiments based on the teachings herein. The scope of the invention is defined by the following claims.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• JP 2002-255018 [0002, 0002, 0003, 0133, 0134]
• JP 2010-288392 [0164]

Claims (20)

Brake control device for a vehicle having a regenerative braking system, comprising: a pump (P) provided in a brake circuit, a first brake circuit ( 11 . 18 ), which connects a master cylinder (M / C), which generates a brake fluid pressure in a driver's brake operation, to a wheel cylinder (W / C) configured such that the brake fluid pressure acts on it, a second brake circuit (FIG. 31 ), the first brake circuit ( 11 . 18 ) with an outlet side ( 10b ) of the pump (P) connects, a check valve ( 12 ), which on the side of the master cylinder (M / C) with respect to a connection point of the second brake circuit ( 31 ) on the first brake circuit ( 11 . 18 ) is provided, a third brake circuit ( 26 ), a point on the side of the master cylinder (M / C) with respect to the check valve ( 12 ) with an inlet side ( 10a ) of the pump (P) on the first brake circuit ( 11 . 18 ), an influence valve ( 19 ), which on the side of the wheel cylinder (W / C) with respect to the connection point of the second brake circuit ( 31 ) on the first brake circuit ( 11 . 18 ) is provided, a fourth brake circuit ( 24 . 30 ) having a point on the side of the wheel cylinder (W / C) with respect to the influence valve ( 19 ) with the inlet side ( 10a ) of the pump (P) on the first brake circuit ( 11 . 18 ), an outflow valve ( 25 ) connected to the fourth brake circuit ( 24 . 30 ), a reservoir ( 23 ) connected to the fourth brake circuit ( 24 . 30 ) on the inlet side ( 10a ) of the pump (P) with respect to the discharge valve ( 25 ) is provided and with the third brake circuit ( 26 ), a Flüssigkeitsansaugteil ( 15 ) into which the brake fluid can flow, a shut-off valve ( 14 ) between the master cylinder (M / C) and the check valve ( 12 ) on the first brake circuit ( 11 . 18 ), a check valve ( 34 ) parallel to the shut-off valve ( 14 ) and allows only a flow of the brake fluid from the master cylinder (M / C), a branch oil passage ( 16 ) coming from a point between the closing valve ( 14 ) and the check valve ( 12 Branched and with the Flüssigkeitsansaugteil ( 15 ), a fifth brake circuit ( 35 ) from a point between the master cylinder (M / C) and the shut-off valve ( 14 ) on the first brake circuit ( 11 . 18 Branched and with the reservoir ( 23 ), a stroke simulator valve ( 36 ) connected to the fifth brake circuit ( 35 ) is provided and the amount of the from the master cylinder (M / C) in the reservoir ( 23 ), and a hydraulic pressure control unit (BCU) that controls the brake fluid pressure by operating the valves and the pump (P) in accordance with a regenerative operation state of the regenerative brake system. A brake control apparatus according to claim 1, further characterized by: a liquid suction part opening / closing valve (14) 17 ) at the branching oil passage ( 16 ). Brake control device according to claim 1, further characterized by: a first pressure sensor ( 5 ), the brake fluid pressure at a point on the first brake circuit ( 11 . 18 ) detected on the side of the master cylinder (M / C) with respect to a connection point of the first brake circuit ( 11 . 18 ) with the fifth brake circuit ( 35 ), and a second pressure sensor ( 9 ), which detects the output pressure of the pump (P). A brake control apparatus according to claim 3, further characterized by: a brake operation state detection section (12); 6 ) that detects the state of a brake operation by the driver, wherein the hydraulic pressure control unit (BCU) has a brake assist control section that, when an increase in the brake operation amount by the brake operation state detection section (FIG. 6 ) and detected by the first pressure sensor ( 5 ) detected pressure smaller than that by the second pressure sensor ( 9 ) is the wheel cylinder pressure through the brake fluid in the fluid intake part (FIG. 15 ) elevated. A brake control apparatus according to claim 3, further characterized by: a brake operation state detection section (12); 6 ) that detects the state of a brake operation by the driver, wherein the hydraulic pressure control unit (BCU) has a brake assist control section that, when an increase in the brake operation amount by the brake operation state detection section (FIG. 6 ) and a regeneration braking force of the regenerative braking system decreases, and if, in addition, the pressure applied by the first pressure sensor ( 5 ) detected pressure greater than or equal to that by the second pressure sensor ( 9 ), the wheel cylinder pressure by the brake fluid in the master cylinder (M / C) and the brake fluid in the fluid intake part (FIG. 15 ) over the first brake circuit ( 11 . 18 ), the check valve ( 34 ) and the third brake circuit ( 26 ) by lifting the stroke simulator valve ( 36 ) is operated in the valve closing direction, the check valve ( 12 ) in the valve closing direction and operates the pump (P). Brake control device according to claim 5, characterized in that: When a decrease in the wheel cylinder pressure is requested during the execution of the brake assist control by the brake assist control section, the hydraulic pressure control unit (BCU) supplies the brake fluid in the wheel cylinder (W / C) to the fluid suction section (FIG. 15 ) by inserting the influence valve ( 19 ) in the valve closing direction, the outflow valve ( 25 ) in the valve opening direction and operates the pump (P). A brake control apparatus according to claim 1, further characterized by: a brake operation state detection section (12) 6 ) that detects the state of a brake operation by the driver, and when a brake operation by the brake operation state detection section (FIG. 6 ) is detected and the regenerative braking system is active, the hydraulic pressure control unit (ECU) the brake fluid via the Hubsimulatorventil ( 36 ) and the fifth brake circuit ( 35 ) by pulling the shut-off valve ( 14 ) and the influence valve ( 19 ) operates in the valve closing direction and the pump (P) operates and the brake fluid flowing from the master cylinder (M / C) via the check valve ( 12 ) in the Flüssigkeitsansaugteil ( 15 ). Brake control device according to claim 7, characterized in that: when the regenerative braking amount of the regenerative braking system decreases, the hydraulic pressure control unit (BCU) controls the stroke simulator valve ( 36 ) in the valve closing direction and the influence valve ( 19 ) is actuated in the valve opening direction in accordance with the reduction of the regeneration brake quantity and the brake fluid is discharged from the liquid suction portion (FIG. 15 ) leads to the wheel cylinder (W / C). Brake control device according to claim 2, characterized in that: when the regenerative braking system is active, while the brake fluid pressure generated by the driver's braking operation acts on the wheel cylinder (W / C), the hydraulic pressure control unit (ECU) controls the influence valve ( 19 ) is operated in the valve closing direction, the check valve ( 12 ), the outflow valve ( 25 ) and the liquid suction part opening / closing valve (FIG. 17 ) in the valve opening direction and operates the pump (P). A brake control apparatus according to claim 1, further characterized by: a brake operation state detection section (12) 6 ) that detects the state of the brake operation by the driver, wherein, when an increase in the brake operation amount of the driver by the brake operation state detection section (FIG. 6 ) is detected while the regenerative braking system is active, the hydraulic pressure control unit (BCU) controls the 19 ) in the valve opening direction and the wheel cylinder pressure by the brake fluid in the Flüssigkeitsansaugteil ( 15 ) elevated. The brake control apparatus according to claim 1, further characterized by: an ABS (antilock brake system) control section that increases / decreases a brake torque to suppress a lockup state of a wheel, wherein when the regeneration braking force is decreased by a brake torque reduction command from the ABS control section, during the Brake fluid pressure on the wheel cylinder (W / C) acts, the hydraulic pressure control unit (ECU) the influence valve ( 19 ) and the discharge valve ( 25 ) is actuated in the valve closing direction and puts the wheel cylinder pressure in a holding state. Brake control device according to claim 11, characterized in that: the hydraulic pressure control unit (ECU) controls the influence valve ( 19 ) is actuated in a valve opening direction in response to a brake torque increase command after the brake torque reduction command from the ABS control section and the wheel cylinder pressure by the brake fluid in the fluid suction section (FIG. 15 ) elevated. Brake control device according to claim 12, characterized in that: the hydraulic pressure control unit (ECU) controls the outflow valve ( 25 ) is actuated in the valve opening direction, and the pump (P) is actuated in response to the brake torque reduction command after the brake torque increase command from the ABS control section and the brake fluid from the wheel cylinder (W / C) to the Flüssigkeitsansaugteil ( 15 ) leads. The brake control device according to claim 1, further characterized by: an ABS control section that increases / decreases a brake torque to suppress a lockup state of a wheel, the hydraulic pressure control unit (BCU) controls the in-flow control valve (13). 19 ) in the valve closing direction, the outflow valve ( 25 ) in the valve opening direction and operates the pump (P) in response to a brake torque reduction command from the ABS control section when the brake fluid pressure acts on the wheel cylinder (W / C) and the brake fluid in the wheel cylinder (W / C) to the fluid suction section ( 15 ) leads. The brake control device according to claim 1, further characterized by: a travel stabilization control section that detects a driving behavior and stabilizes the driving behavior by independently controlling the vehicle When the predetermined behavior is detected during brake operation of the regenerative braking system and the hydraulic pressure control unit (BCU), the travel stabilization control section controls the wheel cylinder pressure of the particular wheel by the brake fluid in the fluid suction member (FIG. 15 ) is increased to increase the braking torque of the particular wheel. Brake control device for a vehicle having a regenerative braking system, comprising: a pump (P) provided in a brake circuit, a first brake circuit ( 11 . 18 ), which connects a master cylinder (M / C), which generates a brake fluid pressure in a driver's brake operation, to a wheel cylinder (W / C) configured such that the brake fluid pressure acts on it, a second brake circuit (FIG. 31 ), the first brake circuit ( 11 . 1 ) with an outlet side ( 10b ) of the pump (P) connects, a check valve ( 12 ), which on the side of the master cylinder (M / C) with respect to a connection point of the second brake circuit ( 31 ) on the first brake circuit ( 11 . 18 ) is provided, a third brake circuit ( 26 ), a point on the side of the master cylinder (M / C) with respect to the check valve ( 12 ) with an inlet side ( 10a ) of the pump (P) on the first brake circuit ( 11 . 18 ), an influence valve ( 19 ), which on the side of the wheel cylinder (W / C) with respect to the connection point of the second brake circuit ( 31 ) on the first brake circuit ( 11 . 18 ) is provided, a fourth brake circuit ( 24 . 30 ) having a point on the side of the wheel cylinder (W / C) with respect to the influence valve ( 19 ) with the inlet side ( 10a ) of the pump (P) on the first brake circuit ( 11 . 18 ), an outflow valve ( 25 ) connected to the fourth brake circuit ( 24 . 30 ), a reservoir ( 23 ) connected to the fourth brake circuit ( 24 . 30 ) on the inlet side ( 10a ) of the pump (P) with respect to the discharge valve ( 25 ) is provided and with the third brake circuit ( 26 ), an accumulator ( 15 ) into which the brake fluid can flow, a shut-off valve ( 14 ) between the master cylinder (M / C) and the check valve ( 12 ) on the first brake circuit ( 11 . 18 ), a check valve ( 34 ) parallel to the shut-off valve ( 14 ) and allows only a flow of the brake fluid from the master cylinder (M / C), a branch oil passage ( 16 ) coming from a point between the closing valve ( 14 ) and the check valve ( 12 ) branches and with the accumulator ( 15 ), a fifth brake circuit ( 35 ) from a point between the master cylinder (M / C) and the shut-off valve ( 14 ) on the first brake circuit ( 11 . 18 Branched and with the reservoir ( 23 ), a stroke simulator valve ( 36 ) connected to the fifth brake circuit ( 35 ) is provided and the amount of the from the master cylinder (M / C) in the reservoir ( 23 ), a liquid suction part opening / closing valve ( 17 ) located at the branching oil passage ( 16 ), and a hydraulic pressure control unit (BCU) that controls the brake fluid pressure by operating the valves and the pump (P) in accordance with a regenerative operation state of the regenerative braking system, wherein, when the regenerative braking system is active, due to Brake operation of the driver from the master cylinder (M / C) flowing brake fluid by pumping the pump (P) via the fifth brake circuit ( 35 ), the stroke simulator valve ( 36 ), the liquid suction part opening / closing valve (FIG. 17 ), the reservoir ( 23 ), the second brake circuit ( 31 ), the check valve ( 12 ), the first brake circuit ( 11 . 18 ) and the branch oil passage ( 16 ) in the accumulator ( 15 ) is stored. Brake control device according to claim 16, further characterized by: a first pressure sensor ( 5 ), the brake fluid pressure at a point on the first brake circuit ( 11 . 18 ) detected on the side of the master cylinder (M / C) with respect to a connection point of the first brake circuit ( 11 . 18 ) with the fifth brake circuit ( 35 ), and a second pressure sensor ( 9 ), which detects the discharge pressure of the pump (P), and a brake operation state detecting portion (FIG. 6 ) that detects the state of a brake operation by the driver, wherein the hydraulic pressure control unit (BCU) has a brake assist control section that, when an increase in the brake operation amount by the brake operation state detection section (FIG. 6 ) and a regeneration braking force of the regenerative braking system decreases, and if, in addition, the pressure applied by the first pressure sensor ( 5 ) detected pressure greater than or equal to that by the second pressure sensor ( 9 ) is the wheel cylinder pressure by the brake fluid in the master cylinder (M / C) and the brake fluid in the accumulator ( 15 ) over the first brake circuit ( 11 . 18 ), the check valve ( 34 ) and the third brake circuit ( 26 ) by lifting the stroke simulator valve ( 36 ) is operated in the valve closing direction, the check valve ( 12 ) in the valve closing direction and operates the pump (P). A brake control apparatus for a vehicle having a regenerative braking system, comprising: a pump (P), which is provided in a brake circuit, a first brake circuit ( 11 . 18 ), which connects a master cylinder (M / C), which generates a brake fluid pressure in a driver's brake operation, to a wheel cylinder (W / C) configured such that the brake fluid pressure acts on it, a second brake circuit (FIG. 31 ), the first brake circuit ( 11 . 18 ) with an outlet side ( 10b ) of the pump (P) connects, a check valve ( 12 ), which on the side of the master cylinder (M / C) with respect to a connection point of the second brake circuit ( 31 ) on the first brake circuit ( 11 . 18 ) is provided, a third brake circuit ( 26 ), a point on the side of the master cylinder (M / C) with respect to the check valve ( 12 ) with an inlet side ( 10a ) of the pump (P) on the first brake circuit ( 11 . 18 ), an influence valve ( 19 ), which on the side of the wheel cylinder (W / C) with respect to the connection point of the second brake circuit ( 31 ) on the first brake circuit ( 11 . 18 ) is provided, a fourth brake circuit ( 24 . 30 ) having a point on the side of the wheel cylinder (W / C) with respect to the influence valve ( 19 ) with the inlet side ( 10a ) of the pump (P) on the first brake circuit ( 11 . 18 ), an outflow valve ( 25 ) connected to the fourth brake circuit ( 24 . 30 ), a reservoir ( 23 ) connected to the fourth brake circuit ( 24 . 30 ) on the inlet side ( 10a ) of the pump (P) with respect to the discharge valve ( 25 ) is provided and with the third brake circuit ( 26 ), a Flüssigkeitsansaugteil ( 15 ) into which the brake fluid can flow, a shut-off valve ( 14 ) between the master cylinder (M / C) and the check valve ( 12 ) on the first brake circuit ( 11 . 18 ), a check valve ( 34 ) parallel to the shut-off valve ( 14 ) and allows only a flow of the brake fluid from the master cylinder (M / C), a branch oil passage ( 16 ) coming from a point between the closing valve ( 14 ) and the check valve ( 12 Branched and with the Flüssigkeitsansaugteil ( 15 ), a fifth brake circuit ( 35 ) from a point between the master cylinder (M / C) and the shut-off valve ( 14 ) on the first brake circuit ( 11 . 18 Branched and with the reservoir ( 23 ), a stroke simulator valve ( 36 ) connected to the fifth brake circuit ( 35 ) is provided and the amount of the from the master cylinder (M / C) in the reservoir ( 23 ), a liquid suction part opening / closing valve ( 17 ) located at the branching oil passage ( 16 ), a first unit ( 39 ) with a first housing ( 41 ), in which the closing valve ( 14 ), the liquid intake part ( 15 ), the liquid suction part opening / closing valve (FIG. 17 ) and the stroke simulator valve ( 36 ) and a second unit ( 40 ) with a second housing ( 42 ), in which the check valve ( 12 ), the pump (P), the influence valve ( 19 ) and the discharge valve ( 25 ), the first unit ( 39 ) and the second unit ( 40 ) at a point between the stroke simulator valve ( 36 ) and the reservoir ( 23 ) on the fifth brake circuit ( 35 ) and also at a point between a connection point of the first brake circuit ( 11 . 18 ) with the third brake circuit ( 26 ) and a connection point of the first brake circuit ( 11 . 18 ) with the branching oil passage ( 16 ) on the first brake circuit ( 11 . 18 ) are interconnected. Brake control device according to claim 18, further characterized by: a hydraulic pressure control unit (BCU) that controls the brake fluid pressure by operating the valves and the pump (P) in accordance with a regeneration operation state of the regenerative brake system. Brake control device according to claim 19, further characterized by: a first pressure sensor ( 5 ), the brake fluid pressure at a point on the first brake circuit ( 11 . 18 ) detected on the side of the master cylinder (M / C) with respect to a connection point of the first brake circuit ( 11 . 18 ) with the fifth brake circuit ( 35 ), and a second pressure sensor ( 9 ), which detects the discharge pressure of the pump (P), and a brake operation state detecting portion (FIG. 6 ) that detects the state of a brake operation by the driver, wherein the hydraulic pressure control unit (BCU) has a brake assist control section that, when an increase in the brake operation amount by the brake operation state detection section (FIG. 6 ) and a regeneration braking force of the regenerative braking system decreases, and if, in addition, the pressure applied by the first pressure sensor ( 5 ) detected pressure greater than or equal to that by the second pressure sensor ( 9 ), the wheel cylinder pressure by the brake fluid in the master cylinder (M / C) and the brake fluid in the fluid intake part (FIG. 15 ) over the first brake circuit ( 11 . 18 ), the check valve ( 34 ) and the third brake circuit ( 26 ) by lifting the stroke simulator valve ( 36 ) is operated in the valve closing direction, the check valve ( 12 ) in the valve closing direction and operates the pump (P).

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